Task 1: Existing Conditions
Technical Memorandum
Submitted to Greater Portland Council of Governments
October 2019
Greater Portland Council of Governments Transit Tomorrow
Table of Contents
1. EXISTING CONDITIONS ...... 1
2. REVIEW OF PREVIOUS STUDIES AND RECOMMENDATIONS ...... 2
3. PEER REGION ANALYSIS ...... 4
4. SUMMARY ...... 6
APPENDIX A: LIST OF ACRONYMS ...... 7
APPENDIX B: COMPLETE LIST OF RECOMMENDATIONS FROM PREVIOUS STUDIES ...... 10
APPENDIX C: COMPLETE PEER ANALYSIS ...... 201
List of Figures
Figure 1. Recommendation Count from Prior Studies and Plans 3 Figure 2. Peer Summary Statistics 5
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1. Existing Conditions
The Greater Portland region has a relatively complex public transportation landscape that has been documented over the years through various studies. There are seven providers of public transportation services with overlapping service areas, varying target populations, and a diversity of trip types. The purpose of this document is to provide an overview of the existing conditions for public transportation in southern Maine, with a focus on summarizing the findings from previous studies.
Two recent significant studies examining public transportation in Southern Maine are the reports Moving Southern Maine Forward and Destination 2040. Both of these documents provide a foundation for the current effort to develop a vision and long-range strategic plan for public transit in the region. A list of acronyms used frequently when discussing transit in Southern Maine is included as Appendix A.
Destination 2040 Overview
Destination 2040 is the Long Range Transportation Plan for metropolitan Portland that was developed in 2016. As stated in the plan, “The Destination 2040 Plan serves as a policy guide for maintaining the best of the existing transportation system, providing focus in areas where the system needs modernization, and taking transformative steps to develop a sustainable transportation system for tomorrow.” (page 20) Destination 2040 outlines some of the key trends that Southern Maine uses this plan to address. Key findings from this plan were:
• Population Change: Most population growth in the state is concentrated in and around Portland. The two largest growing demographics are those age 65+ (Baby Boomers) and people age 18 – 35 (Millennials). • Regional Coordination: Most transportation problems are regional in nature and will require a multi-jurisdictional response to address. • Funding Gap: There is a large and growing funding gap in the region between the need for transportation investments and the resources available. • Support for Transit: There is significant support for expanded transit among both younger and older residents in the region, and (counter to national trends) growing ridership on the region’s systems. A key recommendation of this project was to develop a unified long-range Regional Transit Plan that would guide future land use and economic development.
Moving Southern Maine Forward Overview
Moving Southern Maine Forward was a short-range transportation plan that was created as a follow-up to the Destination 2040 plan, completed in 2017. It lays out goals and specific actions for achieving them, as well as documenting existing conditions in the region. The findings for existing conditions build upon those documented in Destination 2040, and expand upon them to include the following:
1. Population and Employment Density: The densest communities are expected to absorb most of the increase in population and housing over the next twenty years. 2. Transit Commute Rates: The highest transit commute rates are in the City of Portland, with a very high rate for the islands of Casco Bay. This is unsurprising because the ferry is the only way onto/off of the islands.
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3. Travel between and within Communities: Cell phone data showed that those living in Portland and bordering communities traveled equally often between towns as within them, whereas those living further out are more likely to travel within their town. 4. Transit Ridership: For most of the transit systems operating in Greater Portland, ridership is growing. Demand response ridership, however, has declined dramatically since 2012, largely due to the withdrawal of YCCAC as a MaineCare provider. 5. Cost Efficiency: Greater Portland service providers operate at a roughly comparable cost to peer agencies – slightly more expensive normalized per hour, and slightly less expensive normalized per mile. 6. Service Efficiency: Service efficiency as measured by passenger trips per revenue hour is generally increasing for fixed route bus service and declining for demand response and intercity rail. 7. Financial Performance: The farebox recovery ratio for most transit agencies has shown no clear trend, indicating that it has mostly held steady in recent years. It ranges from 85% on the high end for Casco Bay Lines to 3% for the demand response services of RTP and YCCAC. 8. Transit Connectivity: There are limited transfer opportunities between transit service providers, driven largely by the lack of a common fare medium for the region. The study also provided a summary of a public survey which showed that there is strong support for public transportation even though under one third of respondents listed it as their primary mode of transportation. A review of other studies can be found in Section 2, and a comprehensive list of studies is found in Appendix B.
2. Review of Previous Studies and Recommendations
In the last decade, there have been numerous studies looking at existing transportation conditions through the examination of public transportation, land use, and Complete Streets. We have documented 26 studies on public transportation, 20 on land use, and 9 on Complete Streets. Together, there have been a total of over 1,000 recommendations made in these studies.
When viewed together, these documents form a mosaic for the priorities, goals, and needs of Southern Maine. These plans and studies reflect the perspectives of numerous stakeholders, including those of residents, elected officials, business owners, town planners, and transportation professionals working in the region. The purpose of summarizing this extensive set of plans is to capture the accumulated viewpoints of these stakeholders, ensuring that the Long-Range Public Transportation Plan matches the unique needs of the Greater Portland region.
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Figure 1. Recommendation Count from Prior Studies and Plans
The findings from this review can be broken down into the categories below.
Land Use
Each community’s comprehensive plan was reviewed, in addition to regional land use studies, resulting in 311 recommendations pertaining to land use. The priorities from those recommendations included preservation of open spaces and prioritization of development in Growth Areas and Transitional Areas. In general, the recommendations focused growth in already developed areas to preserve rural and undeveloped land.
Funding
There were 69 recommendations that referenced funding for transit services and infrastructure. These generally focused on various ways to raise more revenue for public transportation, including fuel taxes, new local tax options, and the use of VW Settlement funding for transit.
Technology
There were 22 recommendations regarding technology. These did not deal with vehicle technology, but rather information technology such as real-time arrival information, online performance dashboards for transit agencies, and a centralized transit website. An electronic ticketing and transit pass system was also recommended.
Coordination/Collaboration
There were 72 recommendations regarding coordination between agencies. These all suggested increased integration between the region’s transit operators through efforts like regional branding, fare systems, schedules, and procurement. One recommendation was to consolidate transit systems.
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Service Changes
There were 90 recommended changes to delivery of service. These included capital expansions, such as upgraded rail infrastructure, as well as expanded fixed route and demand response service coverage, hours and frequency. There was also a recommendation to establish a Transportation Management Association (TMA).
General Recommendations
There were 138 general public transit recommendations. These included a variety of topics, including Mobility-as-a-Service pilots, transit asset management, ADA accessibility, and passenger amenities at transit hubs.
Highway
There were 156 recommendations regarding roadway changes. Many of these dealt with Complete Streets improvements, such as road design for all modes of travel. There was also the recommendation to prioritize planning on Priority Corridor roadways as defined in Destination 2040.
Complete Streets
There were 299 recommendations regarding complete streets. These dealt with expansions of and improvements to the bicycle and pedestrian environment, such as closing gaps in the bike/ped network and implementing a bike share system.
Other
There were 126 recommendations that could not be categorized into the above categories. These included broad recommendations such as planning for climate change, housing affordability, or alternative fuel infrastructure.
3. Peer Region Analysis
Four peer cities were analyzed to understand the kinds of services they provide and what models may be feasible in Southern Maine. The peer cities were chosen by the Project Advisory Committee (PAC) for Transit Tomorrow out of a list of seven possible peers. These were Bremerton, WA; Buffalo, NY; Burlington, VT; and Boulder, CO. Even though the cities were selected based on comparable population sizes to Southern Maine, there was a diversity of transportation assets in each region. The peer cities are summarized below and described in much greater detail in Appendix C.
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Figure 2. Peer Summary Statistics The three areas of analysis were in transportation services provided, fare collection, and land use and complete streets.
Transportation Services
All peer agencies provide bus service and three also provide ferry service. Additionally, Emergency Ride Home Programs are in place at all peer agencies, and online paratransit scheduling is available at three of four. Boulder shows the widest range of programs available, with microtransit, Mobility Management, and Transportation Demand Management programs all in place.
Fare Collection
Fare media and policies vary considerably across peer agencies. All systems have UPass (University Pass) programs and three of four have electronic fare payment systems. Boulder again is a leader with the majority of possible fare types, including regional fare collection, and neighborhood and corporate pass programs. Buffalo is unique among the systems analyzed in using a Transit Pass Incentive Program.
Land Use and Complete Streets
The communities analyzed had many similar multi-modal programs such as car sharing and bike sharing. In terms of land use, all but Buffalo employed Smart Growth or other growth management policies. However, Buffalo does use form-based code, which is considered an excellent alternative to typical Euclidean zoning.
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4. Summary
There are several clear themes that emerge from the review of existing studies and plans from the greater Portland region. With regard to land use, it is clear that preservation of open spaces and the rural character of farming communities is a shared regional value. There has been an expressed preference for infill development and growing new housing in areas where density is already higher. This is a valuable insight for the purposes of transit since higher density areas tend to be more transit supportive.
The studies also suggest that there is a desire for greater regional coordination, especially with regard to a single regional fare medium. This was also documented through suggestions for exploring electronic fare media such as a smart card or mobile payment apps that could be used across transit providers. Centralized transit information was also recommended, such as a consolidated regional transit website.
Finally, there was a desire for enhanced complete streets and other active transportation facilities. Bike sharing was specifically called out as a potential pilot to increase access to bicycles, along with expanded multiuse paths. There was also an interest in using a local funding option, like a local sales tax or fuel tax, to fund these kinds of improvements (including transit enhancements).
The review of peer communities suggests that the majority of these recommendations from past studies are feasible. Other similar communities have implemented microtransit pilots, university pass programs, cross-agency fare media, and land use strategies to preserve open land. The key is understanding the trade-offs with each decision. For example, Boulder has strict growth management policies, which has resulted in a housing affordability crisis as new housing cannot meet demand. Balancing regional priorities with regional needs is the next step, as policies are crafted to realize the shared vision of Southern Maine.
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Appendix A: List of Acronyms
ADA Americans with Disabilities Act
APTA American Public Transportation Association
BID Business Improvement District
BLOS Bicycle Level of Service
BRT Bus Rapid Transit
BUILD Better Utilizing Investments to Leverage Development
CBITD Casco Bay Island Transit District
CEO Code Enforcement Officer
CRESTs Corridors of Regional Economic Significance for Transportation
DHHS Department of Health and Human Services
DPW Department of Public Works
ED Economic Development
FDFTM Freeport Data, Facts, Trends, and Maps
FEDC Freeport Economic Development Corporation
FTA Federal Transit Administration
GIS Geographic Information System
GPCOG Greater Portland Council of Governments
GPEDC Greater Portland Economic Development Corporation
KACTS Kittery Area Comprehensive Transportation System
LID Low Impact Development
LIDs Local Improvement Districts
LLCC Lowest Life Cycle Cost
LPAC Long Range Planning Advisory Committee
MaaS Mobility as a Service
MaineDOT Maine Department of Transportation
MC2 Maine Clean Communities
MERC Maine Energy Recovery Company
METRO Greater Portland Transit District
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MMC Maine Medical Center
MOU Memorandum of Understanding
Mph Miles per Hour
MPI Municipal Partnership Initiative
MUTCD Manual on Uniform Traffic Control Devices
NB Northbound
NNEPRA Northern New England Passenger Rail Association
NYA North Yarmouth Academy
OSRF Other Special Revenue Funds
PACTS Portland Area Comprehensive Transportation System
PACTS TC PACTS Transit Committee
P&DD Planning and Development Department
PTC Portland Transportation Center
PTC Positive Train Control
RRFBs Rectangular Rapid Flash Beacons
RTMS Regional Traffic Management System
RTP Regional Transportation Program
SB Southbound
SF Square Feet
SMCC Southern Maine Community College
SMPDC Southern Maine Planning and Development Commission
SPBS South Portland Bus Service
SPO State Planning Office
TAM Transit Asset Management
TDM Transportation Demand Management
TDR Transfer of Development Rights
TIF Tax Increment Financing
TMA Transportation Management Association
ULB Useful Life Benchmark
US DOT United States Department of Transportation
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USM University of Southern Maine
VW Volkswagen
YCCAC York County Community Action Corporation
ZOOM ShuttlebusZOOM bus service
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Appendix B: Complete List of Recommendations from Previous Studies Table of Contents
1. PORTLAND PENINSULA TRANSIT STUDY ...... 17
2. REGIONAL ROUTE STUDY ...... 25
3. PORTLAND STATION LOCATION EVALUATION ...... 26
4. TRANSIT FOCUSED REGION ...... 27
5. LAKES REGION TRANSIT SERVICE STUDY AND ASSESSMENT ...... 28
6. SUSTAIN SOUTHERN MAINE ...... 30
7. CONGRESS STREET BUS PRIORITY CORRIDOR ...... 35
8. PORTLAND NORTH ALTERNATIVE MODES TRANSPORTATION PROJECT ...... 36
9. MARKETING AND BRANDING PLAN FOR PUBLIC TRANSIT IN THE GREATER PORTLAND REGION ...... 39
10. REGIONAL BUS SIGN AND SHELTER STUDY ...... 40
11. REGIONAL PASSENGER SURVEY ...... 41
12. SMART INITIATIVE ...... 42
13. MAINE STRATEGIC TRANSIT PLAN 2025 ...... 44
14. SHUTTLEBUS ZOOM TRANSIT SYSTEM ANALYSIS ...... 46
15. PORTLAND TRANSPORTATION HUB LINK FEASIBILITY STUDY ...... 47
16. DOWNEASTER CORRIDOR SERVICE DEVELOPMENT PLAN ...... 48
17. METRO 2016 STRATEGIC PLAN ...... 50
18. DESTINATION 2040 ...... 51
19. MOVING SOUTHERN MAINE FORWARD ...... 57
20. INCLUSIVE TRANSPORTATION PLANNING ...... 59
21. SOUTHERN MAINE INTERCITY ROUTING STUDY ...... 60
22. LOCALLY COORDINATED PLAN ...... 61
23. TIER II STATE TAM PLAN ...... 64
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24. TRANSIT STOP ACCESS PROJECT ...... 65
25. GREATER PORTLAND TRANSIT DISTRICT TIER II TRANSIT ASSET MANAGEMENT PLAN .... 66
26. CBITD TAM PLAN ...... 68
27. NNEPRA TAM PLAN ...... 69
28. SPBS TAM PLAN ...... 70
29. SHUTTLEBUS ZOOM TAM PLAN ...... 71
30. GREATER PORTLAND TRANSIT DISTRICT 2019-2023 CAPITAL IMPROVEMENT PLAN (CIP) . 72
31. CASCO BAY LINES SCHEDULE AND FLEET ANALYSIS ...... 73
32. OLD ORCHARD BEACH COMPREHENSIVE PLAN ...... 75
33. NORTH YARMOUTH COMPREHENSIVE PLAN UPDATE ...... 77
34. TOWN OF RAYMOND COMPREHENSIVE PLAN ...... 80
35. TOWN OF STANDISH COMPREHENSIVE PLAN UPDATE ...... 83
36. BIDDEFORD MILL DISTRICT MASTER PLAN ...... 86
37. TOWN OF YARMOUTH COMPREHENSIVE PLAN ...... 88
38. TOWN OF FREEPORT COMPREHENSIVE PLAN ...... 90
39. GORHAM EAST-WEST CORRIDOR FEASIBILITY STUDY ...... 93
40. SOUTH PORTLAND COMPREHENSIVE PLAN UPDATE ...... 95
41. CITY OF WESTBROOK COMPREHENSIVE PLAN ...... 98
42. TOWN OF CUMBERLAND COMPREHENSIVE PLAN ...... 100
43. TOWN OF FALMOUTH COMPREHENSIVE PLAN ...... 103
44. TOWN OF YARMOUTH CHARACTER-BASED DEVELOPMENT CODE ...... 107
45. ARUNDEL COMPREHENSIVE PLAN ...... 110
46. TOWN OF GORHAM COMPREHENSIVE PLAN UPDATE ...... 115
47. TOWN OF WINDHAM COMPREHENSIVE PLAN ...... 117
48. PORTLAND’S PLAN 2030 ...... 119
49. CITY OF SACO COMPREHENSIVE PLAN UPDATE ...... 122
50. TOWN OF SCARBOROUGH COMPREHENSIVE PLAN DRAFT ...... 124
51. TOWN OF CAPE ELIZABETH 2019 COMPREHENSIVE PLAN (DRAFT) ...... 126
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52. OAK HILL PEDESTRIAN PLAN ...... 128
53. PEDESTRIAN ACCESS TO TRANSIT STUDY (PACTS) ...... 136
54. TRANSFORMING FOREST AVENUE ...... 142
55. ROUTE 302 MULTIMODAL CORRIDOR PLAN ...... 150
56. PORTLAND – SOUTH PORTLAND SMART CORRIDOR PLAN ...... 156
57. SOUTH PORTLAND WEST END MASTER PLAN ...... 172
58. GETTING THERE FROM HERE AN ACTIVE TRANSPORTATION PLAN ...... 179
59. NORTH OF PORTLAND ROUTE 1 CORRIDOR PLAN ...... 183
60. COMMERCIAL STREET OPERATIONS AND MASTER PLAN ...... 199
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List of Figures
Figure 3. Recommended Walking Strategies 22 Figure 4. Recommended Biking Strategies 23 Figure 5. Recommended Transit Strategies 24 Figure 6. Pilot Centers of Opportunities 34 Figure 7. Study Area Overview including Transportation Facilities 37 Figure 8. Proposed Transportation Systems Management Option 2 (Preferred Alternative) Service 38 Figure 9. Priority Corridors and Centers 56 Figure 10. North Yarmouth Current Land Use Map 79 Figure 11. Town of Raymond, Maine Zoning Map 82 Figure 12. Town of Standish Existing Land Use Map 85 Figure 13. Biddeford Mill District Illustrative Site Plan 87 Figure 14. Town of Yarmouth Future Land Use Plan 89 Figure 15. Town of Freeport Proposed Future Land Use Map 92 Figure 16. Land Use Focal Area 94 Figure 17. South Portland Current Land Use Map 97 Figure 18. City of Westbrook Existing Land Use and Zoning Map 99 Figure 19. Town of Cumberland Comprehensive Plan Current Land Use 102 Figure 20. Town of Falmouth Residential and Commercial Growth, 1990 – 2011 106 Figure 21. Route 1 Corridor Illustrative Master Plan 109 Figure 22. Town of Arundel Growth and Rural Areas 113 Figure 23. Town of Arundel Future Land Use Map 114 Figure 24. Town of Gorham Current Land Use Map 116 Figure 25. Town of Windham Future Land Use Map 118 Figure 26. Existing Land Use, Portland’s Plan 121 Figure 27. City of Saco Land Use Map 123 Figure 28. Town of Scarborough Conservation and Growth Map 125 Figure 29. Town of Cape Elizabeth Comprehensive Plan 2019 Building Permits 2008 – 2017 127 Figure 28. Existing Sidewalks in Oak Hill (2011) 133 Figure 31. Proposed Recommendations from Oak Hill Pedestrian Plan (2011) 134 Figure 32. Oak Hill Opportunities and Constraints from Oak Hill Pedestrian Plan (2011) 135 Figure 33. Sidewalk and Crosswalk Ranking System, South Portland (2011) 138 Figure 34. Sidewalk, Crosswalk and Pedestrian Ramp Conditions in Knightville, South Portland 139 Figure 35 Sidewalk, Crosswalk and Pedestrian Ramp Conditions East Bayside, Portland 141 Figure 36. Study Area Segments for Transportation Forest Avenue 144 Figure 37. Public Advisory Committee Feedback for Three Transportation Alternatives for Forest Avenue 145 Figure 38. Alternatives' Ability to Attract Transit Riders 146 Figure 39. Segment A Streetscape Concept Plan 147 Figure 40. Segment B Streetscape Concept Plan 148 Figure 41. Segment C Streetscape Concept Plan 149 Figure 42. Zoning along US Route 302 152 Figure 43. High Crash Locations along US Route 302 153 Figure 44. Customer Service Levels: Safety Along US Route 302 154 Figure 45. Speed Limits Along Route US 302 155 Figure 46. Morrill's Corner Intersection Proposed Redesign 159 Figure 47. Baxter Woods Upgraded Crossing (Forest Avenue North: Morrill's Corner to Woodfords Corner) 159 Figure 48. Forest Avenue South: Woodfords Corner to University of Southern Maine Proposed Redesign 160 Figure 49. Deering Oaks Park Proposed Redesign 160 Figure 50. Spring Street Upgraded Crossing (Broadway in South Portland) 161
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Figure 51. Corridor-Wide Land Use and Zoning 162 Figure 52. Corridor-Wide Pedestrian Conditions 163 Figure 53. Peak Hour Pedestrian Volumes 164 Figure 54. Existing Bike Facilities 165 Figure 55. Recommended Bike Network 166 Figure 56. Level of Traffic Stress 167 Figure 57. Crash History on Corridor 168 Figure 58. Recommended Transit Improvements 1 169 Figure 59. Recommended Transit Improvements 2 170 Figure 60. Zoning Recommendations 171 Figure 61. Transit in South Portland 175 Figure 62. Recommendations to Improve Neighborhood Connectivity 176 Figure 63. Recommendations to Improve Regional Access 177 Figure 64. Recommendations to Improve Recreation and Open Space 178 Figure 65. Existing and Proposed Active Transportation Network 181 Figure 66. Existing and Proposed Active Transportation Network and Priority Centers Identified 182 Figure 67 Falmouth Transportation Context 191 Figure 68. Two Roundabout Configurations for the intersection of US Route 1 and State Route 88. 191 Figure 69. DRAFT Summary of Recommendations for Falmouth 192 Figure 70. Cumberland Transportation Context 193 Figure 71. Tuttle Road and US Route 1 in Cumberland, Concept Plan 193 Figure 72. Cumberland Summary of Recommendations 194 Figure 73. Yarmouth Transportation Context 194 Figure 74. Conceptual Design for Portland Street and US Route 1, Yarmouth 195 Figure 75. State Route 88/I-295 Roundabout conceptual design with additional lane SB US Route 1 195 Figure 76. Yarmouth Summary of Recommendations 196 Figure 77. Freeport Transportation Context 197 Figure 78. Desert Road Recommendations A 197 Figure 79. Desert Road Recommendations B 198 Figure 80. Freeport South Area Recommendations 198 Figure 81. Commercial Street corridor challenges and opportunities 200
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List of Tables
Table 1. Portland Peninsula Transit Study Recommendations 17 Table 2. Regional Route Study Recommendations 25 Table 3. Portland Station Location Evaluation Recommendations 26 Table 4. Transit Focused Region Recommendations 27 Table 5. Lakes Region Corridor Recommendations 28 Table 6. Sustain Southern Maine Recommendations 30 Table 7. Congress Street Bus Priority Corridor Recommendations 35 Table 8. Portland North Alternative Modes Transportation Project Recommendations 36 Table 9. Branding and Marketing Project Recommendations 39 Table 10. Regional Bus Sign and Shelter Study Recommendations 40 Table 11. 2007 Regional Transit Coordination Study Recommendations 42 Table 12. 2011 Regional Transit Coordination Study Recommendations 43 Table 13. Maine Strategic Transit Plan Recommendations 45 Table 14. Portland Transportation Hub Link Feasibility Study Recommendations 47 Table 15. Downeaster Corridor Service Development Plan Recommendations 48 Table 16. Greater Portland Transit District (Metro) Strategic Plan Recommendations (Strategic Priorities) 50 Table 17. Destination 2040 Recommendations 52 Table 18. Moving Southern Maine Forward Corridor Recommendations 58 Table 19. Inclusive Transportation Planning Recommendations 59 Table 20. Southern Maine Intercity Routing Study Recommendations 60 Table 26. Locally Coordinated Plan Recommendations 61 Table 21. Tier II State TAM Plan Recommendations 64 Table 22. Transit Stop Access Project Recommendations 65 Table 24. Greater Portland Transit District Tier II Transit Asset Management Plan Recommendations 66 Table 23. CBITD TAM Plan Recommendations 68 Table 24. SPBS TAM Plan Recommendations 70 Table 25. Comprehensive Vehicle Asset Maintenance Plan Recommendations 70 Table 30. 5-Year Capital Plan Recommendations 72 Table 27. Schedule and Fleet Analysis Recommendations 73 Table 28. Old Orchard Beach Comprehensive Plan Recommendations 75 Table 29. North Yarmouth Comprehensive Plan Update Recommendations 77 Table 30. Town of Raymond Comprehensive Plan Recommendations 80 Table 31. Town of Standish Comprehensive Plan Update Recommendations 83 Table 32. Biddeford Mill District Master Plan Recommendations 86 Table 33. Town of Yarmouth Comprehensive Plan Recommendations 88 Table 34. Town of Freeport Comprehensive Plan Recommendations 90 Table 35. Gorham East-West Corridor Feasibility Study Recommendations 93 Table 36. South Portland Comprehensive Plan Update Recommendations 95 Table 37. City of Westbrook Comprehensive Plan Recommendations 98 Table 38. Town of Cumberland Comprehensive Plan Recommendations 100 Table 39. Town of Falmouth Comprehensive Plan Recommendations 103 Table 40. Town of Yarmouth Character-Based Development Code Policies 108 Table 41. Arundel Comprehensive Plan Recommendations 110 Table 42. Town of Gorham Comprehensive Plan Recommendations 115 Table 43. Town of Windham Comprehensive Plan Recommendations 117 Table 44. Portland’s Plan 2030 Recommendations 119 Table 45. City of Saco Comprehensive Plan Update Recommendations 122 Table 46. Town of Scarborough Comprehensive Plan Draft Recommendations 124 Table 47. Town of Cape Elizabeth 2019 Comprehensive Plan Recommendations 126 Table 48. Recommendations from Oak Hill Pedestrian Plan 128 Table 49 Recommendations from PACTS Pedestrian Access to Transit 136
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Table 50. South Portland Pedestrian Infrastructure Condition 140 Table 51. Portland East Bayside Pedestrian Infrastructure 140 Table 52. Recommendations from Transforming Forest Ave 142 Table 53. Recommendations from Route 302 Multimodal Corridor Plan 150 Table 54. Portland-South Portland Smart Corridor Plan Recommendations 156 Table 55. Getting There From Here An Active Transportation Plan 179 Table 56. Recommendations from North of Portland Route 1 Corridor Plan (2018) 183 Table 57. Summary of Peer Communities 201
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2008
The Portland Peninsula Transit study developed alternative transportation solutions to maintain and enhance the livability of the Portland Peninsula. The recommendations are designed to work in conjunction with the recommendations developed in the Peninsula Traffic Study.
Key Findings
• 20 percent of the Peninsula’s commuters walk to work but there are a lack of safe and maintained routes, connected streets and comfortable conditions. • There are inadequate bike lanes and paths and several gaps in the system. • Pulse Terminal needs to be more comfortable and accessible. • Vehicle miles traveled and vehicle hours traveled in the region are forecast to increase 25 percent and 33 percent respectively in the next 25 years. • The current street and land use layout cater to automobiles. • Major intersections on the peninsula are at or near capacity for traffic volumes. • A lack of intermodal connections at and between transportation hubs, disjointed traveler information, and poorly coordinated transit schedules makes transferring difficult. • While the state on average is older, residents of the peninsula tend to be younger. • Portland has approximately 7,000 publicly-accessible parking spaces in 14 garages, four of which are owned by the City. With an additional 4,290 spaces in 38 parking lots throughout the city, Portland has a total of 10,977 commercial off-street parking spaces. • City’s zoning ordinance requires a minimum number of off-street parking spaces for various land uses. • The majority of population growth in the region has occurred beyond the limits of fixed route transit. • The average parking subsidy in Portland is $150 per month when land value and monthly passes are factored in.
Recommendations
Table 1. Portland Peninsula Transit Study Recommendations
Recommendations Responsible Party
1. Hire a mobility coordinator to manager and promote the Portland Transportation Demand Management (TDM) program 2. Reduce parking supply/requirements Portland
3. Implement universal transit pass program for city staff Portland, METRO, SPBS, CBITD, ZOOM
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4. Develop a parking cash out incentive program Portland 5. Establish a TMA Portland, GPCOG, MaineDOT, Maine Turnpike Authority, METRO, SPBS, USM, CBITD, MMC 6. Establish a “Sustainable Transportation Fund” Portland 7. Adopt a TDM ordinance Portland 8. Eliminate front yard parking Portland 9. Revise off-street parking distance requirements Portland 10. Allow shared use parking as-of-right Portland 11. Permit & incentivize tandem and staked parking Portland 12. Establish a transportation resource center Portland, Chamber of Commerce, METRO, SPBS, USM, CBITD, MMC 13. Pursue a “Park Once” strategy and shared parking Portland 14. Create commercial parking benefit districts Portland 15. Offer a “Parking Impact Fee” program Portland 16. Establish a car-sharing program Portland, Chamber of Commerce, MMC and USM 17. Unbundle parking costs Portland 18. Implement a peninsula park & ride facility Portland, MaineDOT, METRO, Concord Trailways, NNEPRA, MMC 19. Pursue off-peninsula park & ride expansions Portland, ZOOM, Maine Turnpike Authority 20. Post customized bus stop information at 25 stops Portland, Chamber of Commerce, GPCOG, ZOOM, NNEPRA, Concord Trailways, METRO, SPBS, USM, CBITD, MMC 21. Centralized transit website Portland, Chamber of Commerce, GPCOG, ZOOM, NNEPRA, Concord Trailways, METRO, SPBS, USM,
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CBITD, MMC 22. Create brand strategy Portland, Chamber of Commerce, GPCOG, ZOOM, NNEPRA, Concord Trailways, METRO, SPBS, CBITD 23. Post transit information panels at 20 locations Portland, Chamber of Commerce, GPCOG, ZOOM, NNEPRA, Concord Trailways, METRO, SPBS, USM, CBITD, MMC 24. Develop regional system map Portland, Chamber of Commerce, GPCOG, ZOOM, NNEPRA, Concord Trailways, METRO, SPBS, CBITD 25. Basic transit stop improvement program (20 stops) Portland, SPBS, METRO, DPW 26. Provide community transit service Portland, METRO, RTP 27. Create clockface schedules on the METRO routes and stagger METRO schedules that overlap on corridors 28. Extend evening service on the Route 1 METRO 29. Adjust routing on SPBS to add northbound service on Congress St SPBS 30. Service the Eastern Waterfront on Route 8 METRO 31. Congress Street bus priority corridor METRO, SPBS, Portland 32. Establish a pedestrian prioritization program, including new “Feet Portland, Planning First” development requirements Dept. 33. Develop pedestrian signalization program Portland, DPW 34. Implement a citywide “No Turn on Red” policy Portland, DPW 35. Target snow clearing efforts Portland, DPW 36. Use the new international standard for crosswalk markings Portland, DPW 37. Simplify the Congress Square intersection Portland 38. Take an active position on a preferred approach to MaineDOT’s Portland, MaineDOT evaluation of the Forest Avenue & I-295 interchange 39. Improve pedestrian crossings Portland 40. Adopt a clear set of bicycle parking guidelines Portland 41. Install bicycle boulevards on Surrenden Street, Fore Street, Cutter Portland
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Street, Brackett Street, Mellen Street, and Walnut Street 42. Implement wayfinding Portland 43. Install bike lanes Portland 44. Expand Park & Ride at the Portland Transportation Center Portland, NNEPRA, METRO 45. Provide consistent 15-minute frequencies on key peninsula route METRO segments by overlapping routes and staggering departures 45. Realign Routes 2, 3, 4 to Forest Avenue from Woodford’s Corner to METRO Preble Extension 47. Re-route Routes 5, 6, 7 to Congress Street METRO 48. Adjust off-peninsula ends of Routes 2-7 to be able to extend service METRO on the peninsula 49. Stagger Route 1 and 5 or interline METRO 50. Establish a cross-peninsula transit priority corridor METRO, SPBS, Portland
51. Real-time arrival information METRO, SPBS, 52. Expand universal transit pass offerings to institutions, employers, METRO, SPBS, and large residential developments ZOOM, CBITD 53. Intersection safety and access improvements Portland 54. Bicycle rack program Portland 55. Bike stations Portland 56. Implement a “traffic congestion impact fee” for all new development Portland 57. Require employers to provide Universal Transit Passes to all new Portland and existing downtown employees as part of TMA membership 58. Continue the promenade multi-use path around to Bayside Portland 59. Traffic calming on Park Avenue Portland 60. Explore the conversion of State and High to two-way streets Portland 61. Reconfigure Franklin Arterial as a multi-way boulevard with a Portland median preserved for a future light-rail alignment 62. Add multi-use connections across I-295 Portland, MaineDOT 63. Create BRT service along Forest Avenue Corridor Portland, METRO 64. Create BRT service along Route 6 & 7 corridor to the northwest Portland, METRO 65. Initiate fixed-guideway trolley service along Commercial Street Portland, METRO waterfront 66. Install electronic fare collection equipment on all transit vehicles METRO, SPBS, ZOOM, CBITD, RTP 67. Begin a harbor water shuttle to South Portland from CBITD CDITD
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68. Increase METRO and South Portland Bus frequency to at least every METRO, SPBS 10 minutes 69. Initiate fixed-guideway lightrail service from points north to the Portland, METRO Eastern Waterfront, continuing across the peninsula through Bayside to the Portland Transportation Center and on to points west/south 70. Change the vehicle used by all transit providers to a hybrid or METRO, SPBS, another more environmentally friendly propulsion ZOOM, RTP 71. Incorporate real-time information in all higher boarding bus shelters METRO, SPBS, using Next Bus or other technology ZOOM, CBITD 72. Consider signal priority for and other operational enhancements on Portland all streets with combined service of at least 10 minutes during peak periods 73. As a condition of approval for new downtown development, require Portland provision of Universal Transit Passes to all new residents, funded through condominium homeowner association fees or rents
21 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland Peninsula Transit Study
Figure 3. Recommended Walking Strategies
22 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland Peninsula Transit Study
Figure 4. Recommended Biking Strategies
23 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland Peninsula Transit Study
Figure 5. Recommended Transit Strategies
24 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Regional Route Study
2. Regional Route Study
2011
The Regional Route Study looks at ways to improve connectivity between Greater Portland Transit District (METRO), the South Portland Bus Service (SPBS), and ShuttleBus-ZOOM (ZOOM) and to the Downeaster and Casco Bay Ferry Lines.
Key Findings
• Transfer amongst systems is confusing.
Recommendations
Table 2. Regional Route Study Recommendations
Recommendations Responsible Party
1. Establish a circulator system at the Maine Mall METRO, SPBS, ZOOM 2. Extension of METRO Route 4 from Idexx to Maine Mall METRO 3. Improved Service to Ferry Terminal METRO, SPBS 4. Express Service to Gorham METRO 5. Local Service to Gorham METRO 6. Add Sunday Service on the METRO Route 8 METRO 7. Extend SPBS Routes 24A and 24B to Munjoy Hill SPBS 8. Standardize web sites so they each show direct links to other METRO, SPBS, providers ZOOM 9. Add service to the Jetport on Sunday METRO 10. Expand service to the Portland Transportation Center to meet all METRO trains
25 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland Station Location Evaluation
3. Portland Station Location Evaluation
2011
The Portland Station Location Evaluation is an evaluation of alternative train station locations in Portland as the existing station is on the edge of downtown Portland and requires a backup maneuver to continue northbound.
Key Findings
• Concord Coach owns the Portland Transportation Center. The building connects to a single covered platform via a covered walkway. • There are 30 short term spaces and 668 long term spaces, 56 percent of the long term spaces are paid parking. • The station is not within walking distance to the downtown. • The lots are often full and there is in adequate parking. • The reverse maneuver to travel to/from Brunswick requires adds 10 minutes to the schedule time. • There are conflicting traffic movements at the intersection of Thompson’s Point Road and the station/parking lot access driveways causing congestion. • Any relocation of the station would assume that Concord Coach remains at its current location. • The current location has adopted a transportation TIF to generate funds for future improvements.
Recommendations
Table 3. Portland Station Location Evaluation Recommendations
Recommendations Responsible Party
1. Remain at existing location and construct a “wye” NNEPRA
26 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Transit Focused Region 4. Transit Focused Region
2011
The Transit Focused Region report is a vision for moving greater Portland to a more transit centric city.
Key Findings
• At least one‐quarter of all households nationwide will be looking for housing within a half‐mile of transit in the next 20 years. • Employment locations have spread outward from the region’s urban centers to the developing, lower‐density, suburban communities of Cumberland and York Counties such as Falmouth, Freeport, Scarborough, Windham and Yarmouth.
Recommendations
Table 4. Transit Focused Region Recommendations
Recommendations Responsible Party
1. Target transit initiatives to build on existing assets and GPCOG, All transit opportunities for success providers 2. Pursues additional and dedicated local and regional funding GPCOG, All transit resources for transit providers 3. Integrates regional transit operations for a seamless system with GPCOG, All transit connections to all modes and complete implementation of service providers initiatives for real time bus info, improved shelters and stops, hubs, stations and other visible investments 4. Focuses on select urban core system improvements that improve GPCOG, key connections to developing on and near the peninsula Municipalities, All transit providers 5. Promotes innovative parking strategies that can be implemented GPCOG, region‐wide Municipalities 6. Work with the region’s communities to understand the benefits of GPCOG, compact land use development and implement policies targeting Municipalities areas for greater density 7. Land use decisions that promote compact development, preserves GPCOG, community character, and retains open space and traditional rural Municipalities economic activity
27 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Lakes Region Transit Service Study and Assessment
5. Lakes Region Transit Service Study and Assessment
2011 & 2014
The Lakes Region Transit Service Study developed a plan for bus service along the US Route 302 corridor between Naples and Portland.
Key Findings
• RTP is the primary transit provider in Cumberland County. • The mobility gap analysis estimated that there is need for 160,000 annual paratransit trips in Cumberland County. • The most active stops are Portland, Windham and Naples.
Recommendations
Table 5. Lakes Region Corridor Recommendations
Recommendations Responsible Party
1. Implement the Lakes Region Explorer between Naples and Portland RTP with 4 bi-directional trips daily 2. Sidewalk along State Route 11 connecting to US Route 302 in Naples, MaineDOT Naples; on Main Street from US Route 302 to Meadow Road in Raymond; Avesta Housing to US Route 302 in Raymond ; on Elmwood from Wildwood Circle to US Route 302 3. Install crosswalk at State Route 11 & US Route 302, Land Road & US Naples, Windham, Route 302 intersection, Chase Hill Drive and US Route 302 MaineDOT 4. Fill in gaps in sidewalk along US Route 302 Naples, MaineDOT 5. Convert Norms O’Scale Stop to flag stop RTP 6. Install bench and traveler information at Raymond, Naples stops RTP 7. Install bus shelter at Naples stop RTP, Portland Area Comprehensive Transportation System (PACTS) 8. Improve stop signage at the Windham Mall and Prides Corner RTP, METRO, Windham Mall 9. Bring Westbrook shelter up to ADA standards METRO 10. Signalize Prides corner intersection Westbrook, MaineDOT 11. Extend service to Bridgton RTP 12. Add intermediate on-request stops RTP
28 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Lakes Region Transit Service Study and Assessment
13. Extend service hours RTP 14. Add trips mid-day RTP 15. Implement weekend service RTP
29 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Sustain Southern Maine
6. Sustain Southern Maine
2013
Sustain Southern Maine (SST) Multimodal transportation plan is intended to provide a common vision for transportation in the larger Southern Maine region. The Plan identifies present conditions and trends taking place within the region, and provides a set of policies, strategies, and recommendations to address the region’s changing needs and conditions.
Key Findings
• Over the past several decades, the fastest growth in the region has occurred in suburban and rural communities approximately 10-25 miles from metropolitan areas. • Maine is the oldest state in the nation, with the highest median age. • There are funding constraints including restrictions on the State Highway Fund that prohibit it from being used for non-highway or bridge projects. • Decentralization has resulted in increased road traffic, longer and more expensive commutes, increased air and water pollution, a greater dependence on fossil fuels, the degradation of rural landscapes, higher taxes (to pay for infrastructure), and the weakening of town and city centers. • Maine Sensible Transportation Sustain Southern Maine Policy Act requires coordinated land use and transportation planning in order to protect highway safety, mobility, and to enhance economic opportunity, community livability, and environmental quality. • The Maine Transit Tax Increment Financing (TIF) Law, passed in 2009, added new language to the State’s TIF law that enables municipalities to designate Transit TIF districts and corridors in which a portion of new development values may be used for transit capital and operating expenses. The corridors are limited to one-quarter mile from a transit hub or 500 feet on either side of a transit corridor, either existing or planned. • Traffic volumes are highest on I-95/I-295, greater Portland, the Biddeford-Saco area, the Sanford area, State Route 236 and US Route 1. • I-95, I-295, State Routes 11, 11a, 26/100, 22, 4A, 5, 9, 99, 109, 111, 117, 112, 113, 114, and US Routes 1, 4, 202, 302, 25 have been designated by MaineDOT as corridors of regional economic significance to transportation. • 9 pilot centers of opportunity were identified that have the potential to be highly competitive for job and housing growth.
Recommendations
Table 6. Sustain Southern Maine Recommendations
Recommendations Responsible Party
1. Identify high crash intersections and road segments throughout the PACTS, MaineDOT, region and develop a strategy to improve safety for all KACTS
30 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Sustain Southern Maine
2. Improve the accuracy, detail, and accessibility of crash data for all PACTS, MaineDOT, modes KACTS 3. Design roads and intersections to be safer PACTS, MaineDOT, KACTS, municipalities 4. Help local residents plan and advocate for bike-ped improvements PACTS, KACTS, in their community by providing support and technical assistance municipalities 5. Adopt Complete Streets policies PACTS, KACTS, municipalities 6. Improve bicycle and pedestrian connections to transit PACTS, KACTS, all transit providers, municipalities 7. Promote consistency in bicycle and pedestrian infrastructure PACTS, KACTS, design municipalities 8. Provide incentives for bicycle and pedestrian improvements that PACTS, MaineDOT, create regional connections or are located in existing or emerging KACTS mixed use centers 9. Seek consistency in bicycle and pedestrian mapping PACTS, KACTS 10. Improve bicycle and pedestrian data collection and distribution PACTS, KACTS 11. Coordinate bike-share programs PACTS, KACTS 12. Continue and expand regional “wayfinding” efforts PACTS, KACTS 13. Continue and expand bicycle and pedestrian education and PACTS, KACTS outreach efforts 14. Explore the feasibility of a regional bike-rack program PACTS, KACTS 15. Strengthen access management measures PACTS, KACTS, municipalities 16. Identify intersections with poor levels of service for all modes and PACTS, KACTS, develop plans and strategies to improve their design municipalities 17. Focus on low cost congestion management measures PACTS, KACTS 18. Promote the use of freight rail by maximizing the capacity of PACTS, KACTS existing corridors 19. Expand the freight rail network PACTS, KACTS 20. Minimize the impact of heavy truck traffic PACTS, KACTS 21. Expand intermodal freight facilities PACTS, KACTS 22. Maintain and transform the existing road and bridge network PACTS, KACTS, MaineDOT 23. Prioritize major rehabilitation projects that provide a transit, bicycle, PACTS, KACTS, or pedestrian function MaineDOT 24. Reduce miles of roads with no shoulders PACTS, KACTS,
31 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Sustain Southern Maine
MaineDOT 25. Reduce the number of “poor” condition bridges PACTS, KACTS, MaineDOT 26. Plan for a changing climate PACTS, KACTS, MaineDOT 27. Increase the availability and accessibility of transit PACTS, KACTS, All transit providers 28. Expand transit service to appropriate new locations PACTS, KACTS, All transit providers 29. Provide outreach to the public on environmentally-friendly PACTS, KACTS, All commuting options transit providers 30. Improve transit hubs All transit providers 31. Encourage development at densities that support public transit near PACTS, KACTS, All transit hubs transit providers, municipalities 32. Improve access and safety of transit stops PACTS, KACTS, All transit providers, municipalities 33. Improve transit system connectivity PACTS, KACTS, All transit providers, municipalities 34. Ensure adequate parking for vehicles municipalities 35. Identify existing and emerging mixed use centers PACTS, KACTS, municipalities 36. Provide incentives for development in existing and emerging mixed PACTS, KACTS, use centers municipalities 37. Promote best practices from the pilot centers PACTS, KACTS, 38. Yarmouth (Royal Junction) Siding NNERPA 39. Portland “Wye” NNERPA 40. Accommodate cycle loading/unloading at all stations on the NNERPA Downeaster 41. Add “ring routes” to the METRO system METRO 42. Extend the Downeaster to Lewiston/Auburn or Augusta NNERPA 43. Add passenger rail service on the Mountain Division Rail Line PACTS, GPCOG, MaineDOT, NNEPRA 44. Consolidation of transit services to the Maine Mall METRO, SPBS, ZOOM 45. Improve frequency to South Portland Bus Routes SPBS 45. Extend service to Cape Elizabeth SPBS
32 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Sustain Southern Maine
47. New Portland circulating route METRO 48. Extend the ZOOM intercity service to the Biddeford Exit 32 park and ZOOM ride 49. New Route connecting Exit 32 park-and-ride with York County ZOOM Community College 50. “Adopt-a-Stop” for snow removal at transit stops All transit providers 51. Provide educational outreach on the benefits of street connectivity PACTS, KACTS, municipalities 52. Help municipalities identify and create new road connections PACTS, KACTS, municipalities 53. Continue to support the work of the Maine Clean Communities PACTS, KACTS Program to help develop alternative fuel infrastructure and promote the use of alternative fuel vehicles 54. Convert waste hauler fleets to compressed natural gas and/or PACTS, KACTS, blended biodiesel municipalities 55. Convert public and private fleets to propane Autogas PACTS, KACTS, municipalities 56. Establish a network of electric vehicle charging stations PACTS, KACTS, municipalities 57. Reduce unnecessary fuel consumption PACTS, KACTS, MaineDOT 58. Expand the reach of regional greenhouse gas policies PACTS, KACTS, MaineDOT 59. Provide better access to public recreation areas and parks PACTS, KACTS, Bureau of Parks and Lands 60. Actively work to minimize the transportation system’s impact on PACTS, KACTS local ecosystems Maine DEP 61. Preserve existing natural areas PACTS, KACTS, Maine DEP 62. Use existing funding more efficiently PACTS, KACTS, Municipalities, MaineDOT 63. Increase fuel tax revenues or identify alternative options MaineDOT 64. Provide incentives for collaboration among municipalities PACTS, KACTS, Municipalities 65. Seek input from underserved populations PACTS, KACTS, Municipalities 66. Develop and distribute regional planning tools PACTS, KACTS 67. Convene a transportation working group PACTS, KACTS
33 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Sustain Southern Maine
Figure 6. Pilot Centers of Opportunities
34 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Congress Street Bus Priority Corridor 7. Congress Street Bus Priority Corridor
2013
The Congress Street Bus Priority Corridor Study examined ways to cost effectively reduce delay to busses traveling on the corridor between Franklin Street and State Street.
Key Findings
• Traffic forecasts assume a 0.8 to 1 percent growth annually through 2025. • Significant number of emergency police and fire calls along this segment of Congress Street.
Recommendations
Table 7. Congress Street Bus Priority Corridor Recommendations
Recommendations Responsible Party
1. Traffic signal removal at Brown and Casco Streets and improve Portland pedestrian crossing using stamped color concrete 2. Traffic signal coordination and modification between State and Portland Pearl Streets 3. Signage improvements, including mast arm installations at High and Portland Temple Streets 4. Consolidated and improved bus stops between State and Franklin Portland, GPCOG, Streets with new shelters at five key locations METRO 5. Install sidewalk ramps and detectable warning fields Portland 6. Revise curblines to improve turning radii Portland 7. Install pavement markings for crosswalks, arrows, stop bars, and Portland, METRO bus stop striping 8. Update roadway striping Portland 9. Install new bus stop, cross walk, no turn on red, lane use and Portland metered parking signs
35 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland North Alternative Modes Transportation Project
8. Portland North Alternative Modes Transportation Project
2011
The Portland North Alternative Modes Transportation Project sought ways to improve transit mobility options in the study corridor, which was experiencing major highway congestion that was expected to significantly worsen over time. Integration of the transportation improvements with land use and economic development was also central to the Project. Maine Department of Transportation (MaineDOT) was considering implementation of transit service along one of the following study corridors: Portland through Yarmouth to Bath/Brunswick, Portland through Yarmouth to Lewiston/Auburn, or Portland to Yarmouth.
Key findings
• Over the last 40 years, both population and employment have been moving from the urban centers to the suburban and rural towns in the study corridor. This trend has dramatically increased the need for commuter transportation alternatives due to the longer distances traveled from residence to employment. • North of Portland, the corridor between Portland and Yarmouth is the heaviest commuter corridor. • The corridor from Yarmouth to Brunswick and further to Bath is a busy link to Portland and also an important employment and residential region in and of itself. • Nearly as many people commute northward from Portland to Brunswick as commute southward. A smaller number of people live in Portland and commute northward to Freeport and Yarmouth. In the region north of Yarmouth along I-295, dense population distribution is greatest in Brunswick, but there are also pockets of high population density in Freeport and Bath near the major road network. • The corridor from Portland to Auburn and further to Lewiston is strongly linked to I-95 and US Route 202 (co-signed with Routes 4 and 100). Daily commuting trips from Lewiston and Auburn to Portland is higher than the commuting trips in the reverse direction from Portland to Auburn and Lewiston. • The heaviest congestion occurs on the bridge crossing Back Cove with daily one-way traffic totals approaching 45,000 vehicles. Over the next twenty years, traffic volumes and resulting highway congestion on the I-295 corridor north of Portland are expected to increase. Traffic volumes at Back Cove are projected to rise by 20 percent. • There are no current passenger rail services north of Portland and a limited number of public bus transportation options for travel to the north of Portland in the project corridor.
Recommendations
Table 8. Portland North Alternative Modes Transportation Project Recommendations
Recommendations Responsible Party
1. Select Transportation Systems Management Option #2 (TSM 2), MaineDOT which consists of Intercity Rail and Bus Services from Portland to Brunswick, as the preferred alternative.
36 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland North Alternative Modes Transportation Project
Figure 7. Study Area Overview including Transportation Facilities
37 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland North Alternative Modes Transportation Project
Figure 8. Proposed Transportation Systems Management Option 2 (Preferred Alternative) Service
38 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Marketing and Branding Plan for Public Transit in the Greater Portland Region
9. Marketing and Branding Plan for Public Transit in the Greater Portland Region
2013
The Regional Branding and Marketing project explores common branding opportunities in order to aid customers in identifying transit options across providers in the Greater Portland Region.
Key Findings
• MOU between 6 of the 7 transit providers to work on creating a unified brand. RTP did not participate. • GPCOG is the lead agency, NNEPRA is a supporting partner agency and the 5 others are partner agencies.
Recommendations
Table 9. Branding and Marketing Project Recommendations
Recommendations Responsible Party
1. Develop a regional transit logo METRO, SPBS, ZOOM, YCCAC, CBITD, NNEPRA 2. Develop a color scheme to be used on all material METRO, SPBS, ZOOM, YCCAC, CBITD, NNEPRA 3. Coordinated website to be used by fixed route providers METRO, SPBS, ZOOM 4. Coordinate customer service METRO, SPBS, ZOOM, YCCAC, CBITD, NNEPRA
39 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Regional Bus Sign and Shelter Study
10. Regional Bus Sign and Shelter Study
2014
The purpose of the Regional Bus Sign and Shelter project is to install new and improve existing bus shelters and passenger amenities at high-priority stops as well as to design new bus stop signs.
Key Findings
• The locations to install shelters were based on passenger boardings, number or routes and providers that service it, proximity to health and human services and its inclusion in previous studies. 27 locations were identified for phase I and 18 more for phase II. • There are 1,100 bus stops in the PACTS region. • Advertising at bus stops is allowed per state legislation provided it is used for maintenance of those stops.
Recommendations
Table 10. Regional Bus Sign and Shelter Study Recommendations
Recommendations Responsible Party
1. Install shelters at 45 locations METRO, SPBS, ZOOM 2. Install new stop signage at all locations METRO, SPBS, ZOOM, CBITD, NNEPRA
40 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Regional Passenger Survey
11. Regional Passenger Survey
2015
GPCOG conducted on-board passenger surveys in 2011 and 2014 on the regions three fixed route systems. The Regional Passenger Survey presents the results and findings from the survey.
Key Findings
• The majority of respondents indicated that if public transit were not available, they would have to walk, take a taxi, or stay home. • The largest majority of respondents were working-age adults (18-64) with the largest age classification 18-30. • The majority of respondents indicated that they were full-time employees or full-time students. • Most trips begin or end at the home with the most common destinations work or shopping. • More than half of respondents made less than $20,000 for their total annual household income, which is significantly below the county median household income of $57,461with $45,000 or greater representing ten percent of respondents. • ‘On-Time Performance’ and ‘Hours of Operation’ were consistently ranked as the most important attributes, while simultaneously ranked lowest in terms of passenger satisfaction. • High satisfaction with ‘Security/Safety’, ‘Professionalism of Staff’ and ‘Driver Knowledge of Other Routes/Modes’. However these categories received the lowest votes in terms of overall importance. • Snow is a factor that makes it difficult to access bus stops. • Monument Square was noted as feeling unsafe would benefit from an improved shelter • Top improvements desired are: on-time performance, improved frequency, longer span, increased Sunday service.
41 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: SMART Initiative 12. SMART Initiative
2007, 2011 & 2015
The Southern Maine Area Transportation (SMART) initiative looked at the feasibility of merging Portland METRO, South Portland Bus Service, and ShuttleBus ZOOM into one transit provider. It examined the benefits, costs, barriers and opportunities for developing a regional transportation system. It includes the 2007, 2011 & 2015 updates of the study
Key Findings
• The three operators have varying service levels, different fare policies, technologies, governing structures and local contribution formulas. • There have been recent efforts to coordinate such as the regional transit guide, joint passes and transfers, and new real-time information technology. • METRO and SPBS are have unionized labor forces, ShuttleBus does not. • No recommendation for a consolidation scenario was developed as the project lacked support and consensus from elected officials. • Current schedules are not conducive to seamless transfers and may require passengers to walk between stops.
Recommendations
Table 11. 2007 Regional Transit Coordination Study Recommendations
Recommendations Responsible Party
1. Transit Committee, coordination on agenda each meeting All transit providers 2. Annual meeting of all transit boards All transit providers 3. Better coordination of ridership data collection All transit providers 4. Implement Regional Route Study METRO, SPBS, ZOOM 5. Control expenses and improve efficiency by exploring the All transit providers coordination and/or consolidation of operational systems 6. Marketing staff, collective advertising opportunities All transit providers 7. Take advantage of Safety and Security Funding All transit providers 8. Explore the possibility of Regional Impact Fees for transit PACTS Transit Committee (PACTS TC) 9. Include transit in major land use development PACTS, All transit providers 10. Expand transit service beyond the present route network All transit providers,
42 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: SMART Initiative
Municipalities 11. Combine major employee training All transit providers 12. Improve schedule coordination and identify connections between All transit providers all regional bus providers, ferries and rail terminals 13. Prepare a joint publication that presents a regional map and All transit providers, timetables for multiagency travel GPCOG 14. Integrate travel options on Transportme.org All transit providers 15. Explore opportunities for common branding All transit providers, GPCOG 16. Promote transit incentives w/ major employers All transit providers 17. Develop common survey instrument All transit providers, GPCOG 18. Develop a regional pass system All transit providers 19. Collectively work w/ MaineDOT on capital purchases All transit providers, MaineDOT 20. Explore opportunities for cooperative purchasing All transit providers 21. Complete improvements and expansion of the Downtown Transit All transit providers Center 22. Improve and increase the number of bus stop shelters and All transit providers amenities 23. Explore options for shared maintenance facilities All transit providers 24. Implement transit mini-hubs All transit providers
Table 12. 2011 Regional Transit Coordination Study Recommendations
Recommendations Responsible Party
1. Construct a new shared maintenance facility for South Portland Bus SPBS, ZOOM Service (SPBS) and ZOOM
43 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Maine Strategic Transit Plan 2025 13. Maine Strategic Transit Plan 2025
2015
The Maine Strategic Transit Plan is a 10-year comprehensive plan for public transit through 2025 for the state of Maine that is meant to assist MaineDOT in prioritizing service improvements and identifying performance measures and standards for various modes (bus and van) and need of public transit.
Key Findings
• The goal is to meet 20 percent of the demand for transit, it would require an additional $13.9 million in operating costs statewide. METRO funding needed is almost $1 million, SPBS is currently meeting the 20 percent threshold, and ShuttleBus would need $1.5 Million. • Capital replacements for 2014-2018 for YCCAC, SPBS, METRO, RTP, and ShuttleBus would be $16 million. • Increasing number of elderly who are unable to drive. • Maine is the oldest state in the nation by age (median age 42.7 as of 2010), and most rural. Sixteen percent of the population is 65 or older and 61.3 percent of the population live in rural areas. • Ninety percent of Mainers want to age in place. • Current land use is sprawl with the development of polycentric cities making transit service costly and difficult. • In rural areas there is little local funding to support transit systems, compared to urban areas which have much more local funding. • Governing structures vary widely. • Many vehicles are beyond their useful life. • Tourism supports 13 percent of all jobs. • 71 percent of survey respondents don’t support increased taxes to support public transit but support lottery and a state general fund support it. • Transit is funded by the state through the Multimodal Transportation Fund an Other Special Revenue Funds (OSRF) program within MaineDOT. It funds capital and operating costs and receives funds from the sale and use tax on rental vehicles, the Railroad Company Tax and the Aeronautical Fuel tax. It supports Transit, aeronautics, marine and rail. • The state constitution prohibits public transportation from using revenue the fuel tax or vehicle registration. The legislation prohibits public transit from using funds from the General Highway Fund. • The three main goals of the plan are to 1) Manage the Existing System. Effectively manage Maine’s existing transportation system for safety and effectiveness within reliable funding levels. (2) Support Economic Opportunity. Wisely invest available resources to support economic opportunity for our customers. (3) Build Trust. Demonstrate our core values of integrity, competence, and service, both individually and organizationally.
44 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Maine Strategic Transit Plan 2025 Recommendations
Table 13. Maine Strategic Transit Plan Recommendations
Recommendations Responsible Party
1. Improve and update the State Management Plan as a tool for efficient MaineDOT management of state and federal transit funds 2. Elevate and clarify the message that MaineDOT’s focus is on general MaineDOT public transportation and continue efforts at coordination 3. Administer state, federal, and local funding for public transportation MaineDOT through advertising the availability of funds for public transportation, developing 5-year Transit Development Plans and revise state and federal funding allocation based on a new formula 4. Improve the grant decision making process by establishing uniform and MaineDOT comprehensive service standards to distribute funds and evaluate proposals 5. Use population density of a geographic area to determine types of MaineDOT service offered 6. Use a demand as a base for the priority vetting process for capital MaineDOT projects 7. Establish and use performance measures and provide technical MaineDOT assistance to increase the efficiency and effectiveness of sub-grantees 8. Support general public transportation systems to meet at least 20 MaineDOT percent of the theoretical demand 9. Support a mix of transit services MaineDOT 10. Support new systems and expand existing services MaineDOT 11. Encourage volunteer networks and alternatives to traditional transit MaineDOT services 12. Provide incentives for local communities and transit providers to MaineDOT leverage new sources of private funding for transit services. 13. Explore ways to increase state and all sources of potential funding for MaineDOT public transportation 14. Establish a public transportation advisory group to help implement the MaineDOT recommendations in the study 15. Expand education, outreach, and marketing MaineDOT 16. Reinvigorate provisions of Maine Revised Statutes Title 30-A, Part 2, MaineDOT Subpart 5, Chapter 163 concerning regional transportation corporations and transition to government or quasi-governmental governing bodies 17. Increase state funding per capita for public transit from 40 cents to $2.82 MaineDOT
45 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: ShuttleBus ZOOM Transit System Analysis
14. ShuttleBus ZOOM Transit System Analysis
Study not available.
46 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Portland Transportation Hub Link Feasibility Study 15. Portland Transportation Hub Link Feasibility Study
2016
The Portland Transportation Hub Link Feasibility Study identifies alternatives for linking the transportation hubs, which are largely located on the periphery of its urban core.
Key Findings
• Portland’s transportation hubs are mostly located on the periphery of its urban core, separated from key destinations in the city and from one another. • Point Transit Oriented Development Tax Increment Financing (TIF) District was established in 2011 to support the new Thompson’s Point mixed-use development, located adjacent to the Portland Transportation Center (PTC), and to improve and expand transit connections between Thompson’s Point/PTC and the other transportation and commercial hubs in the region. • There is no long term parking provided at the ferry terminals.
Recommendations
Table 14. Portland Transportation Hub Link Feasibility Study Recommendations
Recommendations Responsible Party
1. Create a route connecting the PTC to the Ferry Terminal via METRO Congress Street 2. Create a direct route from the Jetport to the PTC METRO 3. Create unique branding for the Hub Link routes METRO
47 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Downeaster Corridor Service Development Plan
16. Downeaster Corridor Service Development Plan
2016
The Service Development Plan for the Northern New England Passenger Rail Authority outlines operating and capital improvements to increase travel speeds, reduce trip time, provide capacity along the corridor and add additional round trips between Boston and Maine.
Key Findings
• 70 percent of the line is single tracked with limited passings which impeded reliability and limit frequency. • Trains traveling to/from Brunswick must perform a backup maneuver to access the Portland Transportation Center (PTC). • More capacity is needed to support any increase in service frequency. • Ridership has grown by 55 percent since 1997. • On-time performance is weak, uneven, and been decreasing primarily due to interference with other passenger and freight trains caused by capacity constraints, temporary speed restrictions and state-of-good-repair issues in Massachusetts.
Recommendations
Table 15. Downeaster Corridor Service Development Plan Recommendations
Recommendations Responsible Party
1. 4-mile passing siding at Royal Junction in Falmouth/ Cumberland NNEPRA 2. Wye-track which connects Portland Station to the freight mainline NNEPRA 3. Center Island Platform at the Portland Transportation Center NNEPRA 4. Kingston Siding (5.1 miles) NNEPRA 5. Arundel Siding (7.4 miles) NNEPRA 6. Wells Siding (6.2 miles) NNEPRA 7. Rollinsford Siding (6.8 miles) NNEPRA 8. Second Platform in Wells with bicycle access NNEPRA 9. Modifications of up to 80 curves by increasing the super-elevation NNEPRA 10. Install new or modify existing interlockings NNEPRA 11. Upgrade Highway-Rail at-grade crossings NNEPRA 12. Rockingham Siding Rehabilitation NNEPRA, Pan Am Railways 13. Install Positive Train Control NNEPRA
48 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Downeaster Corridor Service Development Plan
14. Increase service from Portland to Brunswick to five round trips and NNEPRA from Boston to Portland to 7 round trips and reduce travel time 15. Seasonal service to Kennebunk NNEPRA, Amtrak 16. Seasonal weekend service to the mid-coast of Maine NNEPRA, Amtrak 17. Explore Lewiston/Auburn Passenger Rail Service NNEPRA
49 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: METRO 2016 Strategic Plan
17. METRO 2016 Strategic Plan
2016
Greater Portland Transit District’s (GPTD) Strategic Plan’s mission is to provide safe, frequent, efficient, reliable, and affordable transportation throughout the Greater Portland Region.
Key findings
• Core Values of the Strategic Plan include: ─ Committed to Safety ─ Connected to Customers ─ Act with Integrity ─ Pursue Sustainability
Recommendations
Table 16. Greater Portland Transit District (Metro) Strategic Plan Recommendations (Strategic Priorities)
Recommendations (Strategic Priorities) Responsible Party
1. Maintain what we have (Priority 1) Greater Portland Transit District (GPTD) 2. Increase service levels in Metro’s core service area (Priority 2) GPTD 3 Improve the Customer Experience (Priority 3) GPTD 4. Expand the Metro Service Area (Priority 4) GPTD
50 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Destination 2040 18. Destination 2040
2016
The Destination 2040 Plan is the federally mandated regional transportation plan for the Greater Portland Metro Region. It serves as a policy guide for maintaining the best of the existing transportation system, providing focus in areas where the system needs modernization, and taking transformative steps to develop a sustainable transportation system for tomorrow.
Key Findings
• The region is growing in population while much of the rest of the state is declining. • The Portland population is simultaneously getting older while younger populations come of age and settle down. • There are pockets of significant traffic congestion and safety problems. This coupled with incompatible and insufficient infrastructure to accommodate all modes will only worsen if current development patterns, practices and investment trends continue. • Coordination amongst communities and transportation funding partners is required in order to manage congestion, avoid sprawl, and increase the investment in transit. • Economic growth can be managed through coordinated planning for land use, transit and roadway improvements. • Transportation issues are regional in nature and require a concerted and coordinated multi- jurisdictional response to resolve. • Insufficient funding to meet current transportation needs to just preserve the system, let alone make improvements. • Land use and transportation decisions are closely related and affect demand and the availability of transportation choices. Decisions must be made together. • There is significant support for expanded transit service throughout the region, and especially among younger and older residents who are the regions fastest growing age cohorts. • Transit ridership in the region is increasing despite a national decline. • Increasing jobs and residential options in population centers is key to transit expansion. • The region is a growing tourism destination. • 59 priority centers were identified • Over the past several decades the region has become increasingly decentralized and development in the mid to late 20th century in the PACTS region caters almost exclusively to automotive travel and suburban sprawl. • The growth in vehicle miles traveled between 2014 and 2020 is estimated to be 20 percent. • The urban core has the highest crash rates, but the outlying communities have the highest fatality rates. • Funding for bicycle and pedestrian specific project are limited. • Much of the state’s rail infrastructure is outdated and aging.
51 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Destination 2040
• The desired land use scenario is an urban rural form using transects. Organize suburban communities into compact walking neighborhoods that function as transit oriented corridors that support economic development. • Voters support transportation bond proposals but legislatures are not prepared to increase the state gas tax.
Recommendations
Table 17. Destination 2040 Recommendations
Recommendations Responsible Party
1. Prioritize multimodal investments in Priority Centers and MaineDOT, connecting Priority Corridors to manage congestion and enable Municipalities, high-value, transit-supportive development by increasing trips to, PACTS, SMPDC from, and within Centers that are supported by walking and biking 2. Support the Maine Turnpike Authority’s 2014 10-year capital plan Maine Turnpike and 30-year finance plan and study as policy regarding proposed Authority Turnpike interchanges in the Scarborough/Saco area, in West Cumberland and in Biddeford 3. Develop a policy for developing a complete, comprehensive regional Municipalities, network of sidewalks, paths, and trails that connect places at the PACTS, SMPDC neighborhood level for Priority Centers, and along connecting Priority Corridors 4. Emphasize pedestrian transportation infrastructure in Priority Municipalities, Centers and Corridors where high-speed motorized traffic is a PACTS, MaineDOT deterrent to walkability 5. Integrate PACTS’ planning and funding emphasis into pedestrian Municipalities, programs, such as the Arterial Pedestrian Safety – Access to Transit, PACTS, SMPDC and Pedestrian Safe Routes to School programs 6. Update the PACTS Regional Bicycle and Pedestrian Facility Design PACTS Guidance (2014) document biannually with current best practices 7. Provide the funding to collect adequate pedestrian count data in MaineDOT, pedestrian activity areas throughout the PACTS region three times a Municipalities, year PACTS, SMPDC 8. Work with member municipalities to update the PACTS’ Regional MaineDOT, Bicycle & Pedestrian Plan (2009) Municipalities, PACTS, SMPDC 9. Emphasize bicycle transportation infrastructure in Priority Centers Municipalities, and Corridors where high-speed motorized traffic is a deterrent to PACTS, SMPDC bicycling 10. Pursue full funding and implement region-wide the PACTS Bicycle PACTS, Destination Wayfinding Signage program Municipalities
52 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Destination 2040
11. Collect three times a year adequate bicycle count data and expand PACTS and refine MaineDOT’s Bicycle Level of Service (BLOS) metric/methodology 12. Develop a Regional Transit Plan PACTS, SMPDC, All transit providers 13. Increase the availability and accessibility of transit All Transit Providers, MaineDOT, Amtrak, Private Bus Companies, Municipalities 14. Expand transit service to appropriate new locations All Transit Providers, MaineDOT, Amtrak, Private Bus Companies, Municipalities 15. Improve transit system connectivity by coordinating transit Municipalities, All services, fares, operations and public information transit providers, PACTS, MaineDOT 16. Create a PACTS Freight Committee MaineDOT, Municipalities, PACTS, SMPDC, Jetport, Maine Port Authority, Private Sector, CBITD 17. Work with freight stakeholders to increase opportunities for CDITD, PACTS, intermodal freight traffic SMPDC, MaineDOT, Municipalities, Private Sector 18. Coordinate with freight stakeholders and operators, to develop and MaineDOT, utilize state and federal data resources to identify and evaluate Municipalities, opportunities for modal diversion PACTS, SMPDC, Jetport, Maine Port Authority, Private Sector, CBITD 19. Provide ride matching for commuters MaineDOT, Municipalities, PACTS, SMPDC 20. Assist employers and employees with commuter options MaineDOT, Municipalities, PACTS, SMPDC 21. Work with planning agencies, businesses, advocacy groups, and MaineDOT, other partners to reduce the number of single occupancy vehicles in Municipalities, Maine PACTS, SMPDC, Private Sector
53 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Destination 2040
22. Continue to support GoMaine and its long term mission to promote MaineDOT, PACTS, healthy, economical, and eco-friendly modes SMPDC 23. Support member municipalities in promoting alternative commuting MaineDOT, options: Provide outreach on commuting options, such as Municipalities, ridesharing, the use of transit, and biking or walking to work PACTS, SMPDC 24. Employ social media tactics to educate the public on alternative MaineDOT, commuting options Municipalities, PACTS, SMPDC 25. Collaborate with large employers/organizations to develop MaineDOT, Transportation Demand Management (TDM) strategies to provide Municipalities, incentives for their employees to use alternative options PACTS, SMPDC 26. Continue to support Maine Clean Communities (MC2) in its efforts to MaineDOT, support the local economy and reduce the use of petroleum in Municipalities, transportation PACTS, SMPDC 27. Work with MC2 and municipalities to establish a network of electric MaineDOT, vehicle charging stations, adopt municipal standards for permitting Municipalities, and incentivizing alternative fuel infrastructure, convert waste PACTS, SMPDC hauler fleets to compressed natural gas and/or blended biodiesel, and promote other fuels and technologies that result in lower emissions 28. Increase investment in the region’s signals based on the PACTS, MaineDOT, recommendations from our 2009 and 2011 engineering studies and SMPDC, on our engineering analysis underway for the RTMS Committee Municipalities 29. Continue to work to increase inter-municipal collaboration on the PACTS, MaineDOT, maintenance and coordination of traffic signals SMPDC, Municipalities 30. Develop a 10-year regional traffic signal improvement plan that PACTS, MaineDOT, includes recommended staffing, study and capital expenditures SMPDC, Municipalities 31. Continue to work to raise local and regional public awareness of the MaineDOT, PACTS, need for additional transportation funding, and encourage our area Municipalities Legislators to raise awareness in the halls of Augusta 32. Allocate more of PACTS’ scarce federal, state and local resources in MaineDOT, PACTS, the Priority Corridors and Centers proposed in Destination 2040 Municipalities 33. Continue to seek assistance from the Maine Turnpike Authority and MaineDOT, from federal discretionary funds to maintain and improve our Municipalities, region’s transportation systems PACTS, SMPDC, Maine Turnpike Authority 34. Dig deeper into our collective local pockets to maximize existing MaineDOT, funding opportunities and to try new funding strategies Municipalities, PACTS, SMPDC 35. Use criteria and scoring that favors municipal planning and capital MaineDOT,
54 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Destination 2040
project proposals that demonstrate land-use and transportation Municipalities, decisions were or are made in coordination PACTS, SMPDC 36. Develop regional guidance and or policy for Transit Supportive and MaineDOT, PACTS, Oriented Development SMPDC 37. Develop a PACTS Complete Streets policy that will be used in the PACTS, SMPDC application process to evaluate multimodal needs of projects proposals 38. Complete a region wide transportation infrastructure vulnerability SMPDC, PACTS, assessment to identify those transportation components in the MaineDOT region most susceptible to damage or failure due to climate related events 39. Develop flexibility in PACTS funding for the Preservation, PACTS, MaineDOT, Modernization and Expansion of the roadway network to efficiently SMPDC, accommodate all modes safely Municipalities 40. Integrate collector road preservation into Priority Centers and PACTS, MaineDOT, Priority Corridors funding prioritization SMPDC, Municipalities 41. Identify and implement cost-effective approaches, financing PACTS, MaineDOT, opportunities, and cost-savings methods to leverage local, state SMPDC, and federal funding of preservation, modernizing and efficiency of Municipalities the collector road system 42. Prioritize planning and capital funds for Priority Corridor roadways PACTS, MaineDOT, SMPDC, Municipalities 43. Do more thorough arterial assessments, including acquiring or PACTS, MaineDOT, developing better data on the conditions of arterials in Priority SMPDC, Corridors, and include a more comprehensive Complete Streets Municipalities type assessment 44. Collaborate with MaineDOT, the Maine Turnpike Authority, and the PACTS. SMPDC, Federal Highway Administration on addressing safety, and MaineDOT, Maine operational issues ramp additions and removals, accommodations Turnpike Authority, for bicyclist and pedestrians at interchanges, toll strategies and FHWA park and ride facilities 45. Continue to work with MaineDOT to balance the need for regional MaineDOT, PACTS, mobility and access on I-95 and I-295 FHWA, Maine Turnpike Authority 46. Support further study of the significant highway capacity issues MaineDOT, facing the State Route 22/114 “overlap” areas Municipalities, Maine Turnpike Authority
55 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Destination 2040
Figure 9. Priority Corridors and Centers
56 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Moving Southern Maine Forward
19. Moving Southern Maine Forward
2017
Moving Southern Maine Forward is a short-range plan for public transit and mobility in the region through 2023. It focuses on improving the efficiency of operations and growing the attractiveness and utility of transit in Southern Maine.
Key Findings
• Every $1 invested in public transit generates $4 in economic activity (APTA). • Much of the region is sparsely populated and rural making it difficult to service via conventional fixed route. • The region’s population is growing and aging. • Many of the priority corridors and centers in Destination 2040 are located along transit routes. Areas that are not include centers in Standish, Arundel, North Yarmouth and Cumberland. • Ridership in the region has been growing slowly with the exception of demand response which has decreased due to the change to a brokerage process for MaineCare. • Portland eliminated school bus service for high school students and instead partners with METRO to provide passes to students. • Large influx of tourists in the summer which add to congestion. • CBITD ridership is highly seasonal. • Ridership on the Downeaster has decreased due to weather and construction related disruptions and cancellations. • Except for METRO, CBITD and YCCAC all other agencies have reduced their expenses per revenue hour from 2015-2016 and all but YCCAC have reduced their operating cost per unlinked passenger trip from 2015-2016. • Demand response services have the lowest farebox recovery (3 percent), fixed route ranges from 20 percent-25 percent. The Downeaster has 47 percent and CBITD 85 percent. Overall the farebox recovery either increased or remained stable between 205-2006 for all expect the Downeaster. • Lack of a regional fare system. • Schedules amongst the providers lack coordination to sufficiently allow for efficient transfers. • Measureable goals for the plan: Increase regional ridership, decrease travel time, optimize the return on investment in transit, reduce emissions, improve safety, improve connectivity, and objectives.
57 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Moving Southern Maine Forward Recommendations
Table 18. Moving Southern Maine Forward Corridor Recommendations
Recommendations Responsible Party
1. Improve service frequency and coverage on routes servicing schools METRO, SPBS 2. Implementing region-wide school passes (U-Pass) for region-wide METRO, SPBS, transit services higher education institutions 3. Exploring opportunities to upgrade transit hub infrastructure, All transit leveraging opportunities such as the current Transit Stop Access providers, GPCOG Project 4. Harmonize schedules at key transfer locations between operators to All transit providers facilitate transfers and regional travel 5. Develop region-wide service standards adapted to different modes All transit providers and operating environments of the Portland Transportation Center (PTC) 6. Implement performance monitoring software for all PACTS Transit All transit Committee (PACT TC) members to be reported on a joint website providers, GPCOG 7. Study and pilot Mobility as a Service (MAAS) and microtransit in All transit providers suburban and rural areas of the PACTS region 8. Create a new regional transit website to host all transit-related GPCOG information and trip planning across modes, operators, and municipalities 9. Move towards a unified brand All transit providers, GPCOG 10. Collaborate with all PACT TC members, and external stakeholders to Municipalities, reduce the issue of homelessness on transit GPCOG, All transit providers 11. Improve the awareness and visibility of transit throughout the region All transit by installing real-time information at transit hubs, developing new providers, GPCOG marketing material, and transition away from “flag-stops” 12. Explore the potential for improving regional integration such as All transit improved scheduling, adopting common software, and implementing providers, GPCOG ‘family of services’ delivery method 13. Adopt a new electronic fare management solution that is scalable All transit providers, GPCOG 14. Leverage different ways to increase revenue for transit across the All transit region providers, GPCOG 15. Begin groundwork to advocate for more local transportation funding GPCOG
58 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Inclusive Transportation Planning
20. Inclusive Transportation Planning
2018
The Inclusive Transportation Planning Project seeks to ensure that PACTS decision-making involves older adults, people with disabilities, people of color, people with low incomes, and other underrepresented communities. To move PACTS toward inclusive decision-making, the Project Steering Committee developed recommendations to inform the 2019 update of the PACTS Public Participation Plan and the update to the PACTS Title VI and Non-Discrimination Plan.
Key Findings
• Key medical locations lack adequate transit. • Third Shift and hospitality workers can’t rely on transit for getting to/from work because of limited hours. • Service is limited outside the urban core. • Available demand response programs are not known and are underutilized. • The cost of public transit is a significant barrier. • Using Medicaid to fund rides is difficult, rides must be scheduled in advance and riders often arrive early and stay late.
Recommendations
Table 19. Inclusive Transportation Planning Recommendations
Recommendations Responsible Party
1. Develop a simple guide on existing transportation resources in print PACTS and electronic format 2. Develop protocols and guidance for inclusive engagement in PACTS PACTS-funded plans and studies 3. Strengthen partnerships with local organizations to provide PACTS ongoing connections with underrepresented communities 4. Cultivate champions who can represent the interests of PACTS underrepresented communities in transportation planning 5. Explore approaches for supporting meaningful involvement by PACTS underrepresented communities on PACTS Governance Committees 6. Adjust the PACTS funding decision process to consider the needs of PACTS underrepresented communities 7. Engage PACTS members in opportunities to learn more about the PACTS transportation needs and experiences of underrepresented communities
59 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Southern Maine Intercity Routing Study
21. Southern Maine Intercity Routing Study
2018
The Southern Maine Intercity Routing Study investigates the current transit systems and future regional demand to develop routing alternatives for ShuttleBus ZOOM and YCCAC between Sanford-Biddeford- Portland.
Key Findings
• In the summer months the region’s population increases by over 35,000 people. • The majority of people do not live and work in the same community. • Sanford and Biddeford have a high need due to the low median incomes, high percentage below the poverty line and high percentage without access to a vehicle. • The Region (York County) is a net exporter of jobs.
Recommendations
Table 20. Southern Maine Intercity Routing Study Recommendations
Recommendations Responsible Party
1. Redesign the intercity bus service to service the Saco ZOOM, Maine Transportation Center and the Millbrook Business Park with 10 trips Turnpike Authority daily 2. Deviated fixed route between Sanford and Saco YCCAC
60 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Tier II State TAM Plan
22. Locally Coordinated Plan
2019
The Locally Coordinated Plan identifies regional transportation providers and partners of transit, the needs of the general public, provides strategies for meeting the needs, and prioritizes transportation services for funding and implementation.
Key Findings
• The MaineCare brokerage system is working to address the needs of the e program but has weakened the public transportation provider network and reduced the ability to coordinate rides from different funding streams. • The following groups have unmet transportation needs: low-income, veterans, older adults in rural areas, visually impaired, those without a vehicle, developmentally disabled, evening and weekend workforce, those in addiction recovery. • Maine is among the lowest tier of states with a per capita state funding level of 86 cents, totaling $1,147,845 in 2018. • Rapidly aging population. • Over half of the public transit fleet in the state is beyond its useful life.
Recommendations
Table 21. Locally Coordinated Plan Recommendations
Recommendations Responsible Party
1. Continue to monitor the activities of the Coordinating Council for MaineDOT Access and Mobility 2. Pass feedback to appropriate DHHS program managers to consider DHHS relative risk factors 3. Engage Maine Department of Education in dialogue about multiple MaineDOT use of buses and transit bus operations on school property 4. Maine Department of Labor / Maine Department of Education to MaineDOT consider the development of a commercial public transit driver workforce development program 5. Continue to prioritize investment in replacing aging bus and ferry MaineDOT, All Transit fleets Providers 6. Study and act on market opportunities for expansion to improve MaineDOT, All Transit transit service Providers 7. Make prudent investments in electric battery and hybrid engines MaineDOT when technology is proven to work 8. Budget state matching dollars with bond and VW Environmental MaineDOT Mitigation Funds to maximize leveraging of federal, local and private
61 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Tier II State TAM Plan
dollars 9. Aggressively pursue federal discretionary grants MaineDOT, All Transit Providers 10. Invest in sensible technology upgrades as resources allow to assist MaineDOT, All Transit providers and customers Providers, GPCOG 11. Encourage cross‐provider coordination MaineDOT, All Transit Providers, GPCOG, Maine Transit Association 12. Incorporate ADA best practices into all infrastructure projects MaineDOT, All Transit Providers, GPCOG 13. Include all facilities and equipment in Asset Management Plans. MaineDOT, All Transit Maintain and replace as necessary to maintain a state of good repair Providers 14. Pursue discretionary grants for significant projects MaineDOT, All Transit Providers, GPCOG 15. Prioritize funding for facility projects that improve connectivity and MaineDOT, All Transit ADA access Providers, GPCOG 16. Engage a consultant to facilitate the development of a Volunteer MaineDOT Driver Network to accomplish the deliverables recommended in Plan and evaluate 17. Keep intermodal and last mile connectivity in mind while designing MaineDOT, All Transit transit routes/stops, Park & Ride lot locations, and Providers intersection/sidewalk improvements 18. Equip all fixed and flex route buses with bike racks MaineDOT, SPBS, METRO, YCCAC, RTP, ZOOM 19. Build the Moving Maine mobility network and secure funding for GPCOG central coordinator who would manage statewide network functions 20. Engage the medical community in trialing pilot projects to include PTAC Medical developing an evaluation tool to compare attendance rates, quantify Scheduling Working value, and document lessons learned Group members 21. Encourage more employer‐sponsored transit routes MaineDOT, All transit providers, GPCOG 22. Update the Maine Transit Association directory Maine Transit Association, MaineDOT 23. Expand the GoMaine site to incorporate a full trip planner inclusive MaineDOT, Maine of demand response and volunteer driver groups Turnpike Authority 24. Develop and manage a system of coordinated Mobility Navigators MaineDOT 25. Develop and execute a coordinated transit and rideshare MaineDOT promotional campaign once Trip Planner and Mobility Navigator systems are in place
62 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Tier II State TAM Plan
26. Coordinated statewide electronic ticketing and transit pass system MaineDOT 27. Continue to seek ways of increasing cross‐provider scheduling and MaineDOT transfer coordination 28. Strengthen municipal capacity to support older adults through Maine Council on Municipal Task Force on Healthy Aging Aging lead, Maine Municipal Association, MaineDOT 29. Participate in opportunities to develop age‐friendly communities MaineDOT, GPCOG, through collaborations with developers and municipalities, review of All transit providers Tax Increment Financing applications and utilization of complete streets framework and transit route consideration during project development 30. Encourage municipal comprehensive plans and ordinances to MaineDOT, GPCOG promote age‐friendly community design 31. Aggressively seek federal discretionary grants for vehicle and MaineDOT, All Transit facility needs Providers 32. Continue to program VW Environmental Mitigation Trust Funds MaineDOT toward transit vehicle and equipment upgrades, leveraging additional funding whenever possible 33. Advocate for increased state funding MaineDOT 34. Encourage employer sponsored rides and more integration of Major Employers transportation services in human service and workforce training programs
63 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Tier II State TAM Plan
23. Tier II State TAM Plan
2018
The Transit Asset Management Plan as required under FTA rule, 49 CFR Part 625. This is the state plan for Tier II rural providers including RTP and YCCAC.
Key Findings
• All facilities and vehicles as well as equipment valued at $50,000 or more. • Three factor analysis (useful life, mileage, condition assessment) to determine state of good repair rolling stock and non-revenue vehicles. • YCCAC has 13 vehicles and RTP has 10 vehicles with a poor asset rating score.
Recommendations
Table 22. Tier II State TAM Plan Recommendations
Recommendations Responsible Party
1. Replace vehicles with a poor rating for state of good repair MaineDOT
64 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Transit Stop Access Project
24. Transit Stop Access Project
2018
The Transit Stop Access Project is intended to improve the accessibility of bus stops region wide.
Key Findings
• Target audience (riders) were more likely to live on the peninsula, be female, be 35-44 in age and not have children in the household compared to all who responded to the survey. • Congress Street was identified as an area which felt unsafe to access bus stops on. • Passengers found the stops at the Maine Mall confusing. • Desire for real-time information displays at stops, map and schedule information and seating. • There are 650 unique bus stops in the region. • Many of the stops are not ADA accessible (shelter access, landing zones, clear zones) are lacking shelters and/or benches and do not have lighting. • Sidewalk conditions vary, 9 percent have no sidewalks, 25 percent have a sidewalk width less than 4 percent, 30 percent have obstructions in them and 60 percent have hazards. • 75 percent of stops are not MUTCD compliant. • 30 percent of stops have safety concerns.
Recommendations
Table 23. Transit Stop Access Project Recommendations
Recommendations Responsible Party
1. Develop transit mini-hubs at 22 locations SPBS, ZOOM, METRO 2. Improve pedestrian and bicycle connections to 41 stops METRO, SPBS 3. Cooperative procurement for bus stop amenities SPBS, ZOOM, METRO 4. Accessibility improvements at 120 bus stops SPBS, ZOOM, METRO
65 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Greater Portland Transit District Tier II TAM Plan 25. Greater Portland Transit District Tier II Transit Asset Management Plan
2019 -2023
Greater Portland Transit District (GPTD) has developed this Tier II Transit Asset Management (TAM) Plan in accordance with the guidelines established by the Federal Transit Administration (FTA). GPTD operates less than 100 vehicles in maximum service and, as a result, falls into the Tier II category. Additionally, GPTD is also a direct recipient of federal funding so, it can develop its own TAM plan. Transit asset management is the strategic and systematic practice of procuring, operating, inspecting, maintaining, rehabilitating, and replacing transit capital assets to manage their performance, risks, and costs over their life cycles, for the purpose of providing safe, cost-effective, and reliable public transportation.
Key findings
• GPTD’s TAM Plan includes three types of transit assets. ─ Rolling Stock – this category includes GPTD’s 40 heavy duty buses (BU) and 4 medium duty cutaway buses (CU) used in revenue service. ─ Equipment – this category includes major equipment with an acquisition value over $50,000 and non-revenue vehicles. ─ Facilities – this category includes GPTD’s operations and maintenance facility and a passenger waiting facility. • GPTD’s approach to replacement of heavy duty buses (BU) is to establish the Useful Life Benchmark (ULB) at 14 years. For cutaway buses (CU), ULB is 7 year; however, GPTD utilizes the vehicle miles benchmark of 200,000 because these vehicles are used on long distance express routes. • The TAM Plan includes replacement plans for rolling stock and equipment. No major facility renovations or replacements are planned for the current time horizon, although GPTD is commencing a process to study long-term facility needs and expansion/replacement.
Recommendations
Table 24. Greater Portland Transit District Tier II Transit Asset Management Plan Recommendations
Recommendations Responsible Party
1. Rolling Stock Replacement Plan – Replace 6 BU-Diesel buses by Greater Portland 2019 Transit District (GPTD) 2. Rolling Stock Replacement Plan – Replace 7 BU-Diesel buses by GPTD 2020
3. Rolling Stock Replacement Plan – Replace 2 BU-BEB buses by 2020 GPTD
66 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Greater Portland Transit District Tier II TAM Plan
4 Rolling Stock Replacement Plan – Replace 4 BU-BEB buses by 2021 GPTD
5. Equipment Replacement Plan – Replace shop garage equipment GPTD (generator) by 2021 6. Equipment Replacement Plan – Replace transportation equipment GPTD (new fare collection system) by 2019 8. Equipment Replacement Plan – Replace shop garage equipment GPTD (bus wash equipment) by 2020 9. Equipment Non-Revenue Vehicles Replacement Plan – Replace GPTD trucks and other rubber tire vehicles (maintenance vehicles, Serial No. S-5) by 2023 10. Equipment Non-Revenue Vehicles Replacement Plan – Replace GPTD trucks and other rubber tire vehicles (maintenance vehicles, Serial No. S-1) by 2019
67 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: CBITD TAM Plan
26. CBITD TAM Plan
2018
The Transit Asset Management Plan as required under FTA rule, 49 CFR Part 625. This is the TAM Plan for the Casco Bay Island Transit District (Tier II) and the goal of the plan is to outline how to move from a find and fix approach to a predict and prevent approach.
Key Findings
• Due to the significant cost of passenger vessel rolling stock, Casco Bay Lines may not always be able to replace a vessel that has reached or surpassed its ULB. With increased preventative maintenance and possibly changing the service use to lessen the wear on the vessel, Casco Bay Lines may be able to extend the useful life and keep the vessel in service. • As the ULB approaches the cost for maintenance and capital repairs increases placing a strain on the budget. • 40 percent of vessels are beyond their ULB, greater than the 20 percent target. • The following equipment is beyond the ULB greater and greater than the target ULB: Generators, Engines, Radars.
Recommendations
Table 25. CBITD TAM Plan Recommendations
Recommendations Responsible Party
1. Replace Wabanaki in 2045 CBITD 2. Replace Aucocisco III in 2037 CBITD 3. Replace Maquit II in 2025 CBITD 4. Replace Machigonne II in 2020 CBITD 5. Replace the Bay Mist in 2025 CBITD 6. Replace 2 Forklifts in 2026 CBITD 7. Replace Cargo Van in 2024 CBITD 8. Replace 3 ramp winches in 2022 and on in 2035 CBITD 9. Replace Transfer Bridge in 2033 CBITD 10. Replace Pontoon in 2027 CBITD 11. Replace Gate 5 Bridge Apron in 2032 CBITD 12. Replace Apron Winch at gate 5 in 2047 CBITD 13. Replace Portland terminal building in 2062 CBITD 14. Replace pier facility in Portland in 2037 CBITD
68 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: NNEPRA TAM Plan 27. NNEPRA TAM Plan
Study not available.
69 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: SPBS TAM Plan
28. SPBS TAM Plan
2018
The Transit Asset Management Plan as required under FTA rule, 49 CFR Part 625. This is the TAM Plan for South Portland Bus Service (Tier II). The Comprehensive Vehicle Asset Maintenance Plan is included in the review as it is part of the TAM Plan.
Key Findings
• The average age of the revenue fleet is five years, with the oldest being 8 years. • The primary priority is to replace buses beyond their useful life (14 years). • Maintenance and administration activities are in a shared building with the city Department of Works. This is a new facility. • The Fleet Maintenance Plan is based on lowest life cycle cost (LLCC) methodologies. • The emphasis of the SPBS maintenance program is preventive rather than reactive maintenance. • Vehicle maintenance software is provided by Ron Turley Associates.
Recommendations
Table 26. SPBS TAM Plan Recommendations
Recommendations Responsible Party
1. Replace three 30-foot low floor buses SPBS
Table 27. Comprehensive Vehicle Asset Maintenance Plan Recommendations
Recommendations Responsible Party
1. Replace two low floor buses (2026) SPBS 2. Replace two low floor buses (2029) SPBS 3. Replace three low floor buses SPBS 4. Replace service truck SPBS 5. Replace supervisor vehicle SPBS
70 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Locally Coordinated Plan
29. ShuttleBus ZOOM TAM Plan
Study not available.
71 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Greater Portland Transit District 2019-2023 CIP 30. Greater Portland Transit District 2019-2023 Capital Improvement Plan (CIP)
2019-2023
The 2019-2023 Capital Improvement Plan (CIP) is a five-year program that includes a list of projects and funding sources from 2019 to 2023.
Recommendations
Table 28. 5-Year Capital Plan Recommendations
Recommendations Responsible Party
1. Metro Facility – Conduct a feasibility study for either an expanded Greater Portland or new facility (2019). Transit District (GPTD) 2. Safety – Security – Complete facility security improvements (2020). GPTD 3 Bus Purchases (Replacement) - Purchase new buses to replace GPTD existing buses that have exceeded their useful life. This project includes the replacement of the thirteen (13) 35 foot 2005 Gillig CNG buses over the course of 2019-2020. 4. Battery Electric Buses Project - Purchase two (2) buses to replace GPTD two (2) of the four (4) 2004 Gillig Diesel buses in 2020. 5. Bus Stop Improvement Project – Improve overall conditions at bus GPTD stops system wide. Complete a study and develop standards and approaches in 2019, and use subsequent funding for design- engineering and installations. (2019 – 2023) 6. Transit Stop Access Project - A regional project that will make GPTD targeted ADA, pedestrian and bicycle improvements at/near Metro's bus stops and potentially build 1-3 min-hubs. (2019 – 2022) 7. Electronic Fare Collection System - Project to replace Metro's aging GPTD fare collection system with an electronic fare collection system. (2019)
72 | P a g e Greater Portland Council of Governments Transit Tomorrow Transit Studies: Casco Bay Lines Schedule and Fleet Analysis 31. Casco Bay Lines Schedule and Fleet Analysis
2019
The Casco Bay Lines Schedule and Fleet Analysis developed new schedules to provide needed and desired services while increasing system wide efficiencies. It also supported vessel replacement decisions through the assessment of the fleet and operating parameters.
Key Findings
• There are two routes Peaks and Down Bay (serves (Little Diamond, Great Diamond / Diamond Cove, Long, Chebeague, and Cliff islands). The Peaks route has 77 percent of the ridership and 72 percent of all revenue. • Peaks Island ridership fluctuates seasonally, and peak summer ridership saw major growth from 2012 to 2016. • Many summer trips in the peak hours on the Peak Island Route exhibit capacity constraints and sailings are added during peak periods to accommodate growth. • The majority of freight transported is on the Down Bay Route. • Machigonne II has the highest maintenance cost and has been increasing annually, it is also the vessel which is used the most. • The Bay Mist and Machigonne II have both reached their 30-year benchmark. • Ridership is expected to increase by 0.70 percent by 2028 and freight revenue by 3.4 percent.
Recommendations
Table 29. Schedule and Fleet Analysis Recommendations
Recommendations Responsible Party
1. Establish schedule uniformity throughout the year on the Peaks CBITD Route, with all Portland departures at 45 minutes past the hour 2. On Peaks Route maintain schedule uniformity between seasons, and CBITD reduced number of schedules to two per year (summer and non- summer, with shoulder schedules the same as winter) 3. Add one extra vehicle round trip in the evenings throughout the CBITD winter season on Peaks Route 4. Increase number of daily sailings throughout year by one round trip CBITD on Peaks Route 5. Eliminate all short and extended shifts from crew schedules CBITD 6. Increase number of sailings daily while keeping comparable number CBITD of vessel service hours on Peaks Route 7. Decrease fuel usage and maintenance costs in the summer CBITD schedule on Peaks Route
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8. Decrease labor costs on Peaks Route CBITD 9. Reduce number of seasonal schedules to three on the Down Bay CBITD Route 10. Eliminate duplicate departure times from Portland on the Down Bay CBITD Route 11. Added one extra summer weekday sailing on the Down Bay Route CBITD 12. Added two extra winter weekday sailings, with one extra Inner Bay CBITD and one extra Down the Bay trip 13. Added one extra winter weekend sailing, with one extra Inner Bay CBITD trip 14. Increased number of daily freight sailings from two to three, CBITD providing earlier freight movement and a consistent mid-day and afternoon trip for summer and shoulder seasons on the Down Bay Route 15. Incorporated sufficient Portland and Island dwell times to CBITD accommodate movement of freight on the Down Bay Route 16. Retire the Machigonne II and replace as soon as possible CBITD 17. Retire the Maquoit II and replace by 2024 CBITD
74 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Old Orchard Beach Comprehensive Plan 32. Old Orchard Beach Comprehensive Plan
1991
The Old Orchard Beach Comprehensive Plan was updated in 1989 and is the second generation of plans for the community. The initial Comprehensive Plan was prepared in 1963. The Comprehensive Plan includes regional context, land use, and development trends; summary of inventories and analyses; community goals and policies; and implementation strategies that guide the future of Old Orchard Beach.
Key findings
• Old Orchard Beach’s land uses have adapted to its seasonal resort character and economy. • The seasonal nature of the economy of the Town has created a mix of uses that would normally be considered unsuitable in residential areas. • There is a lack of guidelines for construction and siting of mobile home parks, creating negative image to the attractive residential areas. • Commercial uses throughout Old Orchard Beach meet only a portion of the daily needs of year- round residents. The lack of industrial uses town wide furthers the Town’s dependence on a resort economy. • Public facilities and Services suggest the need for the Town to address the issue of long-term planning and financing for upgrading and expanding public facilities and services. • The street system currently needs attention to adequately serve the year-round and summer population. • Insufficient parking facilities and improper access to those facilities increase congestion in Old Orchard. • There are significant areas of undeveloped land in Old Orchard Beach, however, a lot of the undeveloped land is unsuitable for large scale development.
Recommendations
Table 30. Old Orchard Beach Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Adopt a Land Use Regulation Committee to undertake a Town Council comprehensive revision of Old Orchard Beach’s land use regulations (short term, within one year) 2. Develop and undertake a public education program to inform the Planning Board, public about the need for planning (short term, within one year) Planning Office 3. Establish a cooperative program which encourages landowners of Town Council parcels of twenty acres or more in size to go through a preplanning process (short term, within one year) 4. Undertake a careful and consistent program of long-range capital Town Manager, Town
75 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Old Orchard Beach Comprehensive Plan
improvement planning (short term, within one year) Council, Finance Committee 5. Contact adjoining communities of Scarborough and Saco, and Town Council, Town Southern Maine Regional Planning Commission for regional Manager coordination (short term, within one year) 6. Adopt a formal policy on the role of agriculture and forestry in the Town Council, Town of Old Orchard Beach (mid-term, 3 years) Comprehensive Plan Steering Committee, Town Planner, Town Assessor 7. Develop a policy for the assessment of rural, undeveloped land Town Council, including wetlands (mid-term, 3 years) Comprehensive Plan Steering Committee, Town Planner, Town Assessor 8. Continue planning for the development of recreation resources and Conservation facilities; develop a program for protecting key open spaces (long- Commission term, 5 years or more) 9. Investigate transfer of development rights (TDR) as a possible tool Planning Board for use in Old Orchard Beach (long-term, 5 years or more)
76 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: North Yarmouth Comprehensive Plan Update
33. North Yarmouth Comprehensive Plan Update
2004
The North Yarmouth Comprehensive Plan is an update of the Town’s 1991 Plan. Since 1991 the community has experienced considerable growth and development, and has enacted a building cap on the number of residential permits allowed. This has slowed the pace of residential development, but growth has continued to occur primarily in outlying areas of the community along rural roads, and increasingly off private roads extending into undeveloped backlands.
Key findings
• In 2001, 12 percent, or 1,627 acres were considered “urban”, meaning this acreage was occupied by buildings, lawns, sand and gravel pits, junkyards, railroads, parking lots or roads. • While there is a concentration of these “urban” land uses in the central village area, most of the “urban” uses are dispersed along state and town roads. • Between 1986 and 2000 there was a 41 percent increase in the total number of buildings. Nearly all buildings (576 out of 596 buildings) were constructed outside the Village Center Zoning District, and more were constructed in the Farm and Forest District than in the Rural District. Building permit data since 2000 indicates these trends are continuing. • 90 percent of residential land uses were single-family homes, and only about 8 percent were two unit structures and 2 percent were mobile homes. • Commercial and industrial land uses in North Yarmouth are relatively small, non-intensive land uses, and many of these commercial uses are home occupations. • There are about 1,000 acres of public and semipublic uses in North Yarmouth. The Town owns approximately 394 acres, or nearly 40 percent of public/semi-public land. The Yarmouth Water District owns approximately 280 acres, the federal government owns 25 acres and the state owns 110 acres. • A considerable proportion of the town is forested (66 percent) or in agricultural use as mowed fields or tree plantations (13 percent). • Two major rail lines transect North Yarmouth. These rail lines present significant constraints to future land use and development within the community.
Recommendations
Table 31. North Yarmouth Comprehensive Plan Update Recommendations
Recommendations Responsible Party
1. Amend the Zoning Ordinance to establish zoning districts - Village Ordinance Center Districts, Village Residential Districts, Transitional Committee Residential Districts, Farm and Forest Districts, and Resource Protection Districts (2004 & ongoing) 2. Amend the Zoning Ordinance to establish a system of regulatory Ordinance requirements, including incentives and disincentives for desired
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development (2004 & ongoing) Committee 3. Amend the Zoning Ordinance to update general standards Ordinance applicable to uses and lots (2004 & ongoing) Committee 4. Amend the Zoning Ordinance to continue to provide a higher level of Ordinance scrutiny for multiplexes, mobile home parks, subdivisions, Committee commercial and industrial uses, and institutional uses (2004 & ongoing) 5. Amend the Zoning Ordinance to continue to regulate special uses Ordinance (2004 & ongoing) Committee 6. Consider the development of purchase of development rights, Implementation transfer of development rights and/or land banking programs (2004 Committee & ongoing) 7. Amend the Zoning Ordinance to update General Standards to assure Ordinance internal consistency between land use regulations, and Committee, conformance with federal and state regulations; assure that Selectmen regulatory standards are specific, provide adequate guidance on requirements, and are consistent with the growth management goals; consider codification of the town’s ordinance and regulations into one municipal code (2004 & ongoing) 8. Increase administrative staffing for land use regulations and Selectmen, enforcement (200 4 & ongoing) Administrative Assistant, Code Enforcement Officer, Conservation Commission 9. Develop a new workstation with GIS tools for mapping and data Selectmen, compilation (2004 & ongoing) Administrative Assistant, Code Enforcement Officer, Conservation Commission 10. Coordinate with other communities for regional planning (2004 & Selectmen, ongoing) Administrative Assistant, Implementation Committee, Ordinance Committee, Planning Board 11. Monitor the Growth Management Program (2004 & ongoing) Implementation Committee, Selectmen, Planning Board
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Figure 10. North Yarmouth Current Land Use Map
79 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Raymond Comprehensive Plan
34. Town of Raymond Comprehensive Plan
2004
Town of Raymond Comprehensive Plan is an update to the 1991 Plan. The Plan includes inventory of history, historic, archaeology resources; natural resources; population; housing; economy; transportation; public facilities and services; municipal finances; and land use. The Plan identifies goals, policies, and strategies that guide the Town.
Key findings
• The Town of Raymond’s current land use consists primarily of residential dwellings and undeveloped forested land. • The largest land use category in Raymond is “vacant/forested”, which comprises 35.6 percent of total acreage. Of the other land use categories, year-round residences (single family including mobile homes, plus 2 family and multifamily) represent the largest land use category, consisting of 26.9 percent of Raymond’s total land area. • In the “vacant/forested” category, which totals approximately 9,472 acres, about 1,047 acres or 11 percent, is enrolled in the Tree Growth Tax Program. • Sprawling, low-to-medium density residential development in waterfront and rural areas is the predominant land use trend in nearly all parts of Raymond. • The 1991 Comprehensive Plan’s goal of directing a majority of the then-projected growth (perhaps as much as 70 percent) into designated growth areas was not met, and that just the opposite trend actually occurred. • The Town’s population has almost doubled in just the past twenty years. Because land is still relatively inexpensive compared to Portland, Raymond has become a popular community for new housing starts and the conversion of seasonal dwelling units to year-round dwelling units. • Higher density areas are where the greatest number of seasonal residences are concentrated. Lower density, more predominantly year round residential uses are spread over much of the existing network of Town roads inland of the lakes and on some newer roads ending in cul-de-sacs.
Recommendations
Table 32. Town of Raymond Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Implement a growth cap in the Town’s rural areas (High priority, Planning Board, Town 2005) Hall 2. Reduce VR-I lot size requirement to 1 acre and 100 feet of frontage Planning Board, Town (High priority, 2005) Hall 3. Maintain the existing boundaries of the Commercial District (High Planning Board, Town priority, 2005) Hall
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4. Eliminate the VRII District; allocate land to Rural Residential, VRI Planning Board, Town (High priority, 2005) Hall 5. Change LRR1 from 2 to 3 acres except for open space subdivisions Planning Board, Town (High priority, 2005) Hall 6. Change RR from 2 to 3 acres except for open space subdivisions Planning Board, Town (High priority, 2005) Hall 7. Change Rural from 3 to 5 acres except for open space subdivisions Planning Board, Town (High priority, 2005) Hall 8. Allow sale of one lot in any district at 2003 requirements (High Town Hall priority, ongoing) 9. Tax land to extent allowed by law to preserve open space (High Town Hall priority, ongoing) 10. Monitor growth in rural and growth areas (High priority, ongoing) Planning Board 11. Create an open space plan for prioritization of open space Conservation purchases (High priority, 2006) Commission 12. Continue to provide money for the open space fund (High priority, Town Hall ongoing) 13. Target land purchases to protect large tracts of connected open Conservation space (High priority, ongoing) Commission, Selectmen 14. Encourage open space subdivisions (High priority, ongoing) Planning Board 15. Concentrate commercial development in Commercial District (High Planning Board priority, ongoing) 16. Allow denser development in the Commercial District (High priority, Planning Board 2005) 17. Exclude commercial development elsewhere along Route 302 (High Planning Board priority, ongoing) 18. Evaluate the need for additional code enforcement assistance (High Selectmen priority, ongoing) 19. Ensure that Town has sufficient staff to enforce local ordinances Selectmen (High priority, ongoing) 20. Continue to increase citizen awareness of local land use issues Planning Board (Medium, ongoing)
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Figure 11. Town of Raymond, Maine Zoning Map
82 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Standish Comprehensive Plan Update 35. Town of Standish Comprehensive Plan Update
2006
The Town of Standish Comprehensive Plan is an update of the Town’s 1992 Plan. Since 1992 the community has experienced considerable growth and development, primarily in outlying areas of the community along rural roads, and is increasingly extending into undeveloped backlands. The Plan documents the major issues and concerns of the community and some basic information about the Town; and provides a set of community goals and strategies.
Key findings
• The largest category of land use change was in the conversion of undeveloped land to residential uses. • Standish experienced commercial growth, particularly in the Route 25 corridor, that involved far less land area than residential development. • About three quarters of residential development took place in areas of the Town that were designated as rural areas in the 1992 comprehensive plan, based on a sampling of permit locations in the last 5 years. • The 1992 comprehensive plan intended that the opposite distribution of residential development take place, with most development locating in designated growth areas. This did not happen as planned. • The distribution of development Standish experienced is commonly referred to as development sprawl. • The presence of public water lines in 1992 designated growth areas did not seem to have significantly attracted more growth to portions of growth areas with public water lines available.
Recommendations
Table 33. Town of Standish Comprehensive Plan Update Recommendations
Recommendations Responsible Party
1. Complete a detailed and comprehensive ordinance review; update Town Council, zoning, site plan and subdivision review performance and design Ordinance Review standards (2008 – 2011) Committee 2. Amend zoning district boundaries shown on the Standish Zoning Town Council, Map and permitted land uses (2008 – 2011) Ordinance Review Committee 3. Establish a system of incentives within Growth Areas to promote the Town Council, development of elderly housing, affordable housing, developing on Planning Board, Town or near public water, conservation subdivisions, and commercial planner conservation subdivisions (2007 – 2009) 4. Consider whether Standish should adopt contract zoning (complete Town Council, by 2010) Ordinance Review
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Committee, Planning Board 5. Continue to use zoning, shoreland zoning, site plan review, and Town Council, subdivision ordinance standards to regulate land use impacts on Ordinance Review water quality, wetlands, floodplains, aquifers, scenic views and Committee wildlife habitat (2007 – 2016) 6. Amend the subdivision and site plan review ordinances to apply lake Town Council, phosphorus controls, stormwater management, and erosion and Ordinance Review sedimentation controls (2010 – 2011) Committee 7. Limit and discourage most of the projected development projected Town Council, from locating within Low Growth Areas or Critical Areas (2007 – Ordinance Review 2008) Committee 8. Encourage Development in Growth and Transitional Areas Town Council, Ordinance Review Committee 9. Conduct village design studies for the three existing villages around Town Council, which Growth Areas are designated on the Future Land Use Map Professional design (2007 – 2010) consultant 10. Improve standards protecting neighborhoods. Proposed ordinance Town Council, changes shall enhance zoning, site plan and subdivision review Ordinance Review standards (2007) Committee 11. Create a Map of Conservation Lands Town Council, Open Space Planning Committee, a professional consultant, landowner, and public participation 12. Continue to apply road impact fees and adopt additional impact Town Staff, Town fees Council, Town Manager 13. Continue to invest in creation of a GIS computer mapping system Standish 14. Make ordinance standards clear and make application and Town Council, permitting fees sufficient for the cost of review Ordinance Review Committee 15. Reinforce Future Land Use Patterns with non-regulatory programs Town Council, to support rural character Administrative staff 16. Coordinate Future Land Use with Neighboring Towns Town Council, Ordinance Review Committee, the Conservation Commission, and various ad hoc committees such as
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Farmland, Land Trust, and Water Quality 17. In the event that a public water line is extended from Standish Town Council, Village to serve the Poland Spring bottling facility in Hollis, consider Comprehensive Plan whether to designate the area around the Middle School and the Advisory Committee High School as a Growth and/or Transitional Area (2008 – 2010) 18. Consider commissioning a study to determine whether there is a Town Council, role for a system of Transferable Development Rights in Planning Board implementing this Future Land Use Plan or the proposed Open Space Plan which is to be developed as part of it (2010)
Figure 12. Town of Standish Existing Land Use Map
85 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Biddeford Mill District Master Plan 36. Biddeford Mill District Master Plan
2009
The Biddeford Mill District Master Plan provides guidance to new private and public investment in the Biddeford Mill District with recommendations for land and building use, and a riverfront walkway and improved pedestrian access. The Plan also focuses on ensuring that any future redevelopment is complementary, as well as sensitive, to the river environment; existing public, cultural, and historic amenities; and public’s desire for visual and physical access to the Saco River.
Key findings
• The Mill district is approximately 40 acres in size, with 35 buildings encompassing over two million square feet of floor area. • The district is currently a mix of retail, office, industrial, storage, art studio, residential and vacant space. • There are a number of businesses operating in the mill buildings, including commercial uses in buildings which appear to be vacant or almost vacant from the outside, and over 50 residential units. • Property in the Mill District is owned by 17 different private entities. Implementation of many of the recommended improvements will require the cooperation of private owners. • The mix of use types at the Biddeford Mill Complex should lean toward residential and industrial use. • The sheer size of the complex within the context of Biddeford’s modest size and the underlying slow-growth, and in some cases declining population trends within the state overall will likely be the largest obstacle for the Mill District.
Recommendations
Table 34. Biddeford Mill District Master Plan Recommendations
Recommendations Responsible Party
1. Final build-out of the Mill District should encompass a mix of uses - City of Biddeford 45 percent residential, 30 percent light industry (including artisan space), and 30 percent commercial (retail & commercial) 2. Acquisition of WestPoint (Short-term: 1- 5 years) City of Biddeford 3. Acquisition of MERC site (Mid-term: 6-10 years) City of Biddeford 4. Riverwalk (Short-term and Mid-term) City of Biddeford, Property Owners 5. Canal Park (Mid-term) City of Biddeford, Property Owners 6. Laconia Plaza (Short-term) City of Biddeford, Property Owners
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7. Falls Plaza (Short-term) City of Biddeford, Property Owners 8. Pepperell Plaza/Garage (Short-term) City of Biddeford, Property Owners
Figure 13. Biddeford Mill District Illustrative Site Plan
87 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Yarmouth Comprehensive Plan 37. Town of Yarmouth Comprehensive Plan
2010
The 2010 Comprehensive Plan is an update of the 1993 Plan and serves as a guide for the decisions the Town will make about growth, development, and change over the coming decade. The 2010 Plan focuses on five key interrelated topics facing Yarmouth over the next decade: Yarmouth Village, Diversity of the Population, Historic Character, Route 1, and Rural Character and Open Space. The Plan explores Form-Based Codes as an alternative to the Town’s traditional zoning approach.
Key findings
• Yarmouth Village is a highly desirable, walkable New England village with a vibrant, mixed‑use center along Main Street – a small-town environment and atmosphere highly valued by Yarmouth citizens. • High housing prices are making it difficult for those of medium income to move here, including young families with children. • US Route 1 commercial district is an economically important district; however, the impact of commercial development on abutting residential areas, and the lack of a common vision for development have become major concerns for the citizens. • Maintaining the character of the rural parts of the Town as residential development continues was raised as an important issue in planning for the future of Yarmouth. • The town desires to promote and encourage historic preservation but is reluctant to adopt any mandatory preservation standards or review procedures. Therefore, a more passive and voluntary educational and information sharing program is recommended.
Recommendations
Table 35. Town of Yarmouth Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Evaluate and amend as necessary the policies for Growth Areas: Planning Director Village Center I, Village Center II, Village III, Village Residential, Route 1 Commercial Corridor, Limited Commercial-Industrial, and Water Oriented Commercial I (medium, 2-5 years) 2. Evaluate and amend as necessary the policies for Limited Growth Planning Director Areas: Low Density Residential, Rural Residential, Homewood Residential, and Limited Water Oriented Commercial (medium, 2-5 years) 3. Evaluate and amend as necessary the policy for the Non-Growth Planning Director Area: Resource Protection area (medium, 2-5 years)
88 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Yarmouth Comprehensive Plan
Figure 14. Town of Yarmouth Future Land Use Plan
89 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Freeport Comprehensive Plan
38. Town of Freeport Comprehensive Plan
2011
The Town of Freeport Comprehensive Plan is both a vision and a strategy to achieve the Town’s vision. The Comprehensive Plan identifies what needs to change and what needs to be preserved. It is accompanied by a document entitled Freeport Data, Facts, Trends, and Maps (FDFTM) that contains a wide variety of information about Freeport and is updated as new information becomes available.
Key findings
• Freeport's existing land use pattern is diverse. There is a densely developed commercial center attracting over 3.5 million shoppers a year; residences stand along existing roadways and new housing developments have been built on private roads in the rural parts of town. • Average housing growth was 42 new single-family houses each year between 1991 and 2008, and approximately 5 new multi-family units. • Most of the single family homes are on lots 2.5 acres or larger. • To maintain rural areas in Freeport, at least sixty percent of all new residential growth should be in growth or transition areas. • In 2008, the affordability index for Freeport was 0.66, while the statewide index is 0.79. • Changes to the US Route 1 South corridor have increased the allowable density for both residential and commercial uses if access points are limited along US Route 1. • In 2008, two mixed-use districts were created in the Village: Village Mixed Use District 1 and Village Mixed Use District 2. These districts allow high density residential development and a mix of commercial uses that serve the local population.
Recommendations
Table 36. Town of Freeport Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Consider equitably limiting the number of building permits in rural Planning Board areas (medium priority) 2. Consider reviewing the need and effectiveness of the dead end road Planning length limitation and the limitation of the number of houses on a Board/Project Review dead-end street (low priority) Board) 3. Consider increasing the minimum lot size for lots not in a Planning Board subdivision (low priority) 4. Consider evaluating discharge rates at the sewage treatment plant Planning and review plant upgrades prior to expanding any new growth areas Board/Sewer District (high priority) 5. Consider allowing lots with more than one residential structure to Planning create nonconforming lots provided both buildings were in Board/Board of
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existence prior to January 1976 and both buildings were used for Appeals residential purposes in 1976 (low priority) 6. Consider reviewing the appropriateness and effectiveness of Planning Board Overlay District standards (medium priority) 7. Consider developing “transition zones” between growth areas and Planning Board rural areas (medium priority) 8. Consider creating housing for low and moderate income families, Planning younger families, and those 55 years of age and older (high priority) Board/Freeport Housing Trust/Habitat for Humanity 9. Consider allowing incentives for creating a diverse housing stock. Planning For example, by allowing a density bonus if the house size is limited Board/Freeport (high priority) Housing Trust 10. Consider offering tax acquired property for affordable housing Planning providing back taxes are paid (ongoing) Board/Freeport Housing Trust 11. Consider allowing an accessory apartment to be up to 40 percent of Planning the living area of an existing home (remove the upper limit of 800 SF) Board/Freeport (high priority) Housing Trust 12. Consider allowing existing buildings in the V-1, VC-3 and VMU Planning Board districts to be converted to as many units as is practical if connected to public water and sewer, and if parking and impervious surface requirements can be met (low priority) 13. Consider partnering with the Freeport Housing Trust to find grant Freeport Housing and subsidy programs and to administer the affordable units and/or Trust/Town Council funds generated (ongoing) 14. Consider striving to achieve a housing affordability index of one (high priority) 15. Consider assessing allowable uses and building heights in the Planning Board Industrial 2 District (Desert Road) (medium priority) 16. Consider finding appropriate locations for metal buildings, Planning Board especially in Districts that allow light manufacturing (low priority) 17. Consider limiting the size of retail stores in some Districts (Planning Planning Board Board) medium priority 18. Consider developing more flexible regulations for commercial Planning Board buildings provided that architectural and environmental standards are met and that access to the collector road is limited ( medium priority) 19. Continue maintaining the consistency between town building codes Codes Enforcement and state building codes (ongoing) Officer 20. Consider developing ideas that promote both local businesses and Freeport other businesses in different parts of Freeport Route (medium
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priority) 21. Consider mechanisms for extending water, sewer, gas, and 3 phase FEDC electrical utilities on US Route 1 North (high priority) 22. Consider a design review district or design standards for US Route 1 Planning Board North (low priority)
Figure 15. Town of Freeport Proposed Future Land Use Map
92 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Gorham East-West Corridor Feasibility Study
39. Gorham East-West Corridor Feasibility Study
2012
The Gorham East-West Corridor Feasibility Study focuses on the effects that land use has on transportation and develops a coordinated land use-transit-highway improvement strategy to reduce future demand on the regional transportation network. The communities of Gorham, Scarborough, South Portland and Westbrook comprise the core study area, with the Regional Study Area encompassing a subset of the PACTS Model Area.
Key findings
• The City of South Portland is the most densely settled and developed and has the most compact and diverse land uses. The City of South Portland is strongly oriented in terms of transportation and land use toward the City of Portland. • The Town of Westbrook’s pattern of development (infrastructure and settlement) is dense in the downtown and southeastern sections of that community. The Town of Westbrook is strongly oriented in terms of transportation and land use toward the City of Portland. • The Town of Gorham has dispersed growth with a historic center and emerging growth along the Scarborough and Westbrook borders. The resources of the Town of Gorham are rural with an agricultural and industrial orientation. • The Town of Scarborough land use and transportation has been constrained by its geography and topography: oriented toward the seaboard and on "hills" with developable soils in the area between US Route 1 and the I-95 arterials.
Recommendations
Table 37. Gorham East-West Corridor Feasibility Study Recommendations
Recommendations Responsible Party
1. Land Use Focal Area: Designate future growth areas for future Gorham, residential and commercial growth (must be implemented prior to Scarborough, construction of any new infrastructure) Westbrook, and South Portland 2. Land Use Focal Area: Zone and design the growth areas to include Gorham, transportation choice (must be implemented prior to construction Scarborough, of any new infrastructure) Westbrook, and South Portland 3. Land Use Focal Area: Manage access between the major commuting Gorham, arterials and the adjacent properties (must be implemented prior to Scarborough, completion of any new infrastructure) Westbrook, and South Portland 4. Land Use Focal Area: Consider using fiscal tools, such as Transit- Gorham, Oriented Development TIFs (must be implemented prior to Scarborough, completion of any new infrastructure) Westbrook, and
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South Portland 5. Land Use Focal Area: PACTS should reaffirm its Transportation Gorham, Project Land Use Policy (must be implemented prior to completion Scarborough, of any new infrastructure) Westbrook, and South Portland 6. A two-phase residential Transfer of Development Rights program GPCOG, SMRPC 7. GPCOG would create model ordinance provisions SMRPC
Figure 16. Land Use Focal Area
94 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: South Portland Comprehensive Plan Update
40. South Portland Comprehensive Plan Update
2012
This 2012 Update of the City of South Portland’s Comprehensive Plan serves as a guide for the decisions the City must make about growth, development, redevelopment, and change over the coming decade. The Plan continues the City’s established long-range planning process, and creates a framework for managing future development. In many cases, the recommendations of the 2012 Plan continue the basic policy directions set by the 1992 Plan. In other cases, the 2012 Plan addresses emerging issues or provides a fresh look at ongoing issues.
Key findings
• South Portland has a strong industrial waterfront heritage and is a major regional oil transportation hub. • Most new single-family residential development in South Portland’s Intown and Main Street areas has been on existing lots of 10,000 SF or less, which in many cases would be considered nonconforming if the lots did not already exist. The City should consider altering lot size and other dimensional requirements in these areas. • Only about 700 acres of vacant land remain in South Portland at the time of the inventory (April 2010). Much of this land is on vacant parcels in existing neighborhoods, subdivisions, and office parks (or is presently not served by public roads). • There are few remaining greenfield development opportunities in the City, and future land use planning efforts will need to focus on infill, redevelopment, and infrastructure development to serve previously landlocked parcels. • The continued buildout of the Highland Avenue corridor has effectively eliminated the remnants of the non-marine natural resource economy from South Portland, as there are no active farm or forest properties left in the City.
Recommendations
Table 38. South Portland Comprehensive Plan Update Recommendations
Recommendations Responsible Party
1. Invest in improvements to Mill Creek Park (ongoing) City Council 2. Improve infrastructure in Knightville-Millcreek and other Planning and commercial and neighborhood centers (ongoing) Development Department 3. Revise zoning in established residential neighborhoods (immediate, Implementation within 1 year) Group 4. Revise zoning along major corridors (short-term, within 2-3 years) Implementation Group 5. Revise zoning in Knightville/Mill Creek (short-term, within 2-3 years) Implementation
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Group 6. Revise zoning in the “eastern waterfront” (short-term, within 2-3 Implementation years) Group 7. Revise zoning for the marine industrial areas (short-term, within 2-3 Implementation years) Group 8. Revise the zoning in the general Maine Mall area west of I-295 Implementation (short-term, within 2-3 years) Group 9. Update the provisions for the treatment of “urban agriculture” Implementation (short-term, within 2-3 years) Group 10. Revise the treatment of manufactured housing (short-term, within 2- Implementation 3 years) Group 11. Adopt design standards for development in commercial areas Implementation (short-term, within 2-3 years) Group 12. Develop a long-range plan for pedestrian improvements including Planning and Knightville-Millcreek (short-term, within 2-3 years) Development Department 13. Undertake study of Mill Creek to develop a long range Planning and redevelopment strategy (short-term, within 2-3 years) Development Department 14. Explore the use of Form Based Coding for some areas such as Implementation Knightville and the neighborhood centers as an alternative to Group traditional zoning and design standards (longer-term, beyond 2-3 years) 15. Prepare mini improvement plans for each commercial and Planning and neighborhood center including provisions to maximize customer Development parking (longer-term, beyond 2-3 years) Department
96 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: South Portland Comprehensive Plan Update
Figure 17. South Portland Current Land Use Map
97 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: City of Westbrook Comprehensive Plan 41. City of Westbrook Comprehensive Plan
2012
The City of Westbrook Comprehensive Plan is an update of the City’s 2000 Plan. The Comprehensive Plan provides a vision for the community and strategies to achieve the vision. It serves as a guide for future residents and businesses as to what is important to the community.
Key findings
• Following the adoption of the 2000 Comprehensive Plan Westbrook adopted a new zoning ordinance. Substantial new development requires Planning Board approval, by Site Plan or Subdivision approval. • Non‐residential zoning has focused on expanding the tax base and has been fulfilling that mission. • For commercial development, Downtown Westbrook (City Center District) appears to be built out, however the current zoning ordinance allows for zero setback development and building heights are negotiable. There is enough land available to accommodate demand for future commercial development. • The City has almost exhausted its supply of industrially‐ and manufacturing‐zoned property. Many • For residential development, there is little development capacity left in the RGA‐1 Zoning District, which abuts the downtown. There is enough land available to accommodate demand for future residential development.
Recommendations
Table 39. City of Westbrook Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Revise the zoning ordinance to establish specific provisions for Planning Department residential density for the multiple family dwelling use (after the adoption of the Plan) 2. Revise the zoning ordinance to establish that industrial uses, Planning Department municipal facilities and telecommunications infrastructure should be located beyond the immediate Main Street corridor (after the adoption of the Plan) 3. Revise the zoning ordinance to promote consolidated development Planning Department on large lots (after the adoption of the Plan) 4. Revise the zoning ordinance to establish a uniform building line on Planning Department Main Street (after the adoption of the Plan) 5. Revise the zoning ordinance to reduce the frequency of curb cuts. Planning Department This new provision would apply to new construction (short-term) 6. Revise the zoning ordinance to establish a uniform building line Planning Department along Bridgton Road and Spring Street (short-term)
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7. Revise the zoning ordinance to allow multi‐family residential Planning Department dwellings (short-term) 8. Revise the zoning ordinance to include a new Corridor Mixed Use District land use designation 9. Rezone these areas to the Corridor Mixed Use District 10. Revise the zoning ordinance to allow the neighborhood grocery use Planning Department by special exception (after the adoption of the Plan)
Figure 18. City of Westbrook Existing Land Use and Zoning Map
99 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Cumberland Comprehensive Plan 42. Town of Cumberland Comprehensive Plan
Adopted 2009, Updated 2014
The updated 2014 Town of Cumberland Comprehensive Plan reflects the changes related to land use that have occurred in the Town since the adoption of the 2009 Plan. Many of the changes involved the implementation of recommended actions contained in the 2009 Plan, but several were the result of necessary zone changes that had not been anticipated at the time the plan was adopted.
Key findings
• Residential districts make up most of the land in town; the predominant land use type in Cumberland is single-family residential. • 94 percent (13,792 acres) of the land in town is within the residential districts. Most of that (79 percent) is in the Rural Residential districts. • Acreage dedicated to residential use makes up about 56 percent of all land in town while commercial uses accounts for under 2 percent of all land. • 21 percent (3,000 acres) of the total land in town is categorized as vacant land. • 8 percent (1,200 acres) of the total land in town is categorized as open space. • Residential development over the last 25 years appears to be generally spread throughout the town. • Over the last two decades or so, development has happened in a more dispersed pattern throughout town. Previously, growth had been more concentrated around major arterial roads, and in the Cumberland Center, Foreside, and the West Cumberland areas.
Recommendations
Table 40. Town of Cumberland Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Consider adding Retail and Restaurants. Ensure that all new Cumberland development conforms to the US Route 1 Design Guidelines 2. Consider establishing an affordable housing overlay zone in West Cumberland Cumberland 3. Create a Farmland Overlay for lots greater than 10 acres or on which Cumberland the current use is agricultural 4. Inventory potential connections between the following roads: Cumberland Greely and Tuttle; Tuttle and lower Route 9 (via Harris Road); and Greely Road Extension and Pleasant Valley Road 5. Adopt a Conservation Subdivision Ordinance to protect the above Cumberland types of land and to site homes in areas of least visibility from roadways
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6. Interconnect new subdivision with existing ones or leave Cumberland connections to undeveloped sites 7. Work to link existing trails by strengthening ordinance language Cumberland 8. Explore opportunities for bus service between and among Cumberland surrounding communities 9. Strive to create a mix of homes, jobs, services and amenities in Cumberland areas with proximity to town services 10. Encourage diversity within the community by adopting affordable Cumberland housing zoning provisions 11. Encourage/allow for a variety of housing types to meet the needs of Cumberland single residents, young families and seniors 12. Have pedestrian/bike friendly connections within densely Cumberland developed residential areas and within commercial areas 13. Facilitate the development of mixed use projects Cumberland 14. Maintain existing trail systems within the town and where possible, Cumberland connect trails
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Figure 19. Town of Cumberland Comprehensive Plan Current Land Use
102 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Falmouth Comprehensive Plan 43. Town of Falmouth Comprehensive Plan
2013, Adopted 2014
The Town of Falmouth Comprehensive Plan guides the Town’s leaders in making decisions over the next decade. The Plan discusses three key topics (future land use, regional coordination, and capital investment), provides recommendations, and background information on various topics. The land use section presents the concept of two commercial/mixed use growth areas: Route 1 and Route 100. Surrounding these areas are two compact residential and infill growth areas. The remainder of the community is proposed to be designated as a rural area.
Key findings
• In 2005, the Town adopted a Resource Conservation Zoning Overlay District (RCZO). Since its adoption in 2005 (through June 2013) 66 lots have been created, involving many acres of protected open space. • Through the Town’s Open Space Acquisition program, a number of significant and strategic land acquisitions were made that helped protect open spaces. This program has also affected development patterns in Falmouth. • More than half of the overall residential growth between 1990 and 2011 occurred in the Farm and Forest district. The total number of units in this district more than doubled in this period. • As of 2011, 90 percent of all residential units in Falmouth are located in three zoning district: Residential A, Residential B and Farm and Forest. • On the commercial side, three quarters of the growth occurred in two zoning districts: at West Falmouth Crossing, adjacent to Turnpike Exit 53, and along US Route 1 north of the Turnpike Spur and the Cumberland Town line, in the Business Professional (BP) district. • Between 1990 and 2011, the Town added 68 new housing units each year (which is a little less than 2 percent growth each year). The annual number dropped to about 43 new units per year over the last six years. • There is a need for affordable or workforce housing in Falmouth.
Recommendations
Table 41. Town of Falmouth Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Amend the Land Use Ordinance to strive for a significant majority of Long Range Planning new residential units to be built in the growth area (High Priority) Advisory Committee (LPAC) 2. Amend the Land Use Ordinances by December 2014, so they contain Ad Hoc Zoning a clear organization and clear procedures resulting in: (a) improved Committee, Ad Hoc expectations for applicants as well as staff and volunteer boards, (b) Zoning Committee a more efficient and effective permitting process, (c) inclusion of performance-based requirements, and (d) no conflicts with design
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guidelines (using the current re-write of the US Route 1 districts as an example) (High priority) 3. Amend the Land Use Ordinances to (a) encourage compact, LPAC walkable developments in the growth area; (b) establish clear density standards and efficient permitting; (c) allow residential uses, restaurant, and neighborhood stores in the Business Professional (BP) district; and (d) evaluate the feasibility of tools such as Transfer of Development Rights (TDR) (High priority) 4. Amend the Land Use Ordinances to reward development with a LPAC residential density bonus for projects that exceed ordinance requirements for quality open space, public access to open space, and bicycle/pedestrian connectivity (High priority) 5. Amend the land use policies of the Land Use Ordinances by using LPAC the descriptions provided in the Future Land Use Plan narrative to clearly define: (a) the desired scale, intensity, and location of future development, and (b) measures for natural resource protection (High priority) 6. Assure that the Town’s software upgrade allowing it to track Town Staff development by type and location is complete by December 2013 (High priority) 7. Continue to allocate most of the new municipal infrastructure Town Council, Town investment to the designated growth areas (Medium priority) Staff 8. Continue to participate in GPCOG, PACTS, and GPEDC committees Town Staff and coordinate with Cumberland, Westbrook, Windham, and Portland on land use designations and regulatory and non- regulatory strategies, as needed (High priority) 9. Develop incentives in the rural area that will aid property owners in Conservation retaining their land as an alternative to developing it and evaluate Commission the feasibility of tools such as Transfer of Development Rights (TDR) (High priority) 10. Establish a bicycle and pedestrian transportation plan that shows LPAC how a linked network can be created throughout the community (High priority) 11. Evaluate and propose Land Use Ordinance amendments regarding LPAC the amount and method of calculation of required open space in the growth of the Resource Conservation Zoning Overlay District including corresponding maximum densities in that area (High priority) 12. Evaluate and propose Land Use Ordinance amendments regarding LPAC the amount and method of calculation of required open space in the rural area of the Resource Conservation Zoning Overlay District without impacting corresponding maximum density in that area (High priority) 13. Evaluate significant natural resources in rural area and amend the LPAC, Conservation
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Land Use Ordinances as necessary (High priority) Commission 14. Explore the feasibility of a mechanism for the Town to assist LPAC, Town Staff development financially with sewer extensions in the growth area (Medium priority) 15. Facilitate a review of the potential impact that extreme weather and Town Staff, rising sea levels, including storm surge, present on facilities and Conservation coastal access, and measures which may reduce those impacts (Low Commission priority) 16. Request assistance with implementing the Comprehensive Plan Town Council from the Long Range Planning Advisory Committee (LPAC) (High priority) 17. Review implementation progress of the Comprehensive Plan Town Council, LPAC annually (Medium priority) 18. Study existing lot sizes in selected growth areas, such as The Flats, LPAC Foreside, Pleasant Hill, and Brookside, and compare the results to the existing zoning requirements in these areas; Amend the Land Use Ordinance to reduce most of the non-conformities found (High priority) 19. Track new development by type and location on an annual basis Town Staff (High priority) 20. Update the residential growth permit calculation in the Land Use Town Staff Ordinance (High priority)
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Figure 20. Town of Falmouth Residential and Commercial Growth, 1990 – 2011
106 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Yarmouth Character-Based Development Code 44. Town of Yarmouth Character-Based Development Code
2015
A Character-Based Development Code or Chapter 703 is a type of zoning code that is intended to facilitate the predictable contextually-based planning and development of walkable mixed-use human- scaled places of character. This Chapter has been adopted to provide for walkable character-based mixed use development in the US Route 1 Corridor and the Village. While the code allows more intensive development in the US Route 1 Corridor, it does not mandate land owners to meet the character-based standards unless they choose to redevelop or substantially alter their property.
Key findings
• A Character District is one of several areas on the Regulating Plan, to which certain development, lot and building standards are applied, including Thoroughfare Standards, Building Form, Building and Lot Use, Parking Standards, Yard Types, Density Standards, Building Type Standards, Frontage Standards, Architectural Standards, Landscape Standards and Signage Standards to result in places having an intended character. Character-Based Development Code creates seven Character Districts as listed below. o CD1 Natural: lands approximating or reverting to a wilderness condition; o CD3-C Sub-Urban District-Conventional: primarily single family low density residential area; o CD3-T Sub-Urban District-Traditional: primarily single family low to medium density residential area; o CD4 General Urban District: medium density area that has a mix of building types and residential, retail, office and other commercial uses; o CD4 General Urban – Shore: applicable only within the Shoreland Overlay District; o CD4-C1 General Urban District – Corridor 1: predominantly retail areas along a significant Thoroughfare; o CD4-C2 General Urban District – Corridor 2: predominantly conventional retail use development along a significant Thoroughfare; • A Special District is an area which, due to its intrinsic size, Building and Lot Use, Building Placement, Yard Type, Building Elements, Building Form, Building Type or other elements cannot not conform to one or more of the applicable Character Districts or standards. Character-Based Development Code creates two Special Districts as listed below: o SD1 Campus Special District: secondary education campuses with a mix of building types and educational or related uses; and o SD2 Industrial Special District: predominantly industrial, manufacturing, and distribution. • Chapter 703 provides standards and requirements for (a) Buildings and Lots and (b) Developments. Those for Buildings and Lots apply whenever a lot is subdivided and/or a building is built. Those for Developments apply only under certain circumstances. • The Regulating Plan and each amendment thereto shall reflect the Character Districts, Thoroughfares, Civic Zones, Special Requirements, and Special Districts of the area covered thereby. • Except for non-conformances allowed pursuant to Article 1, all Development, land, construction, Structures, Buildings and Lots within the US Route 1 Corridor and the Village, and all submissions must comply with this Chapter and the standards hereof made applicable to the Character Districts, Special Districts, Special Requirements, and Civic Zones pursuant to the applicable Regulating Plan.
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Table 42. Town of Yarmouth Character-Based Development Code Policies
Policies
1. That development and re-development should be compact, pedestrian-oriented and Mixed Use and that development specializing in a single use should be the exception 2. That ordinary activities of daily living should occur within walking or biking distance of most dwellings 3. That interconnected networks of Thoroughfares should be designed to disperse traffic and reduce the length of automobile trips 4. That a range of housing types and price levels should be provided to accommodate diverse ages and incomes 5. That Open Spaces should be available within developed areas 6. That Buildings and landscaping should contribute to the physical definition of Thoroughfares as Civic places 7. That development should adequately accommodate automobiles while respecting the pedestrian and the spatial form of public areas 8. That the design of streets and Buildings should reinforce safe environments, but not at the expense of accessibility 9. That architecture and landscape design should grow from local climate, topography, history, and Building practice 10. That Buildings should utilize energy efficient methods 11. That Civic Buildings and public gathering places should be provided at locations that reinforce community identity and support self- government 12. That Civic Buildings should be distinctive and appropriate to a role more important than the other Buildings that constitute the fabric of the Character-Based Zoning District 13. That the preservation and renewal of historic Buildings should be facilitated, to affirm the continuity and evolution of society 14. That meaningful choices in living arrangements should be provided as manifested by distinct physical environments 15. That the Character District descriptions on Table 3.A (Character District Descriptions) shall constitute the Intent of this Chapter with regard to the general character of each of these environments
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Figure 21. Route 1 Corridor Illustrative Master Plan
109 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Arundel Comprehensive Plan 45. Arundel Comprehensive Plan
Adopted 2005, Amended 2016
The Arundel Comprehensive Plan provides a compilation of information about the community, reflecting past trends in population and housing growth, the natural resource base, and an analysis of municipal services and facilities. The Comprehensive Plan is divided into two volumes. Volume One contains an overall vision statement of Arundel; a Future Land Use Plan; a set of goals, policies, and action steps; a capital investment plan; and an implementation strategy. The Volume Two consists of the inventory of information about the town and the results of an opinion survey.
Key findings
• There are approximately 1,700 parcels in Arundel. 40 percent of the parcels in the town are two acres or less in area. 75 percent of the parcels are classified as residential, which account for 48 percent of the land area in Arundel (7,178 acres). • The average size of a residential parcel is 6.1 acres. The residential density of the town is one dwelling per 11 acres. However during the past ten years the average size of a new lot in a subdivision is only 2.2 acres. If lots are sized larger than the minimum now required or has historically been provided, additional land will be needed to support the projected population increases. • The importance of agriculture as an economic force and a land use in Arundel has decreased greatly. • Except for the street or highway rights of way, the only public lands within Arundel are owned by the Town itself. The majority of the town’s land holding is the 61 acres previously used for the landfill on the Mountain Road. • The Current Land Use Map shows residential areas as strung along existing roads. This trend has substantially resulted in the loss of Arundel’s rural nature and if continued will even more so. • Similar to its residential development, commercial development is spread throughout the town. In the past ten years, there has been more development along US Route 1. Approximately 800 acres or 6 percent of the town’s area is in parcels with a commercial use. • Arundel has less than 3 percent of the total land area of the town as open space.
Recommendations
Table 43. Arundel Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Amend the Land Use Ordinance to establish new districts with the Planning Board dimensional requirements and standards called for in the Future Land Use Plan (next year, i.e. 2017) 2. Encourage participation in the Farm and Open Space and Tree Town Manager Growth tax programs (ongoing) 3. Establish a Transfer of Development Rights program within the Land Planning Board
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Use Ordinance for land owners in the Rural Conservation area (3-5 years) 4. Encourage forestry and agriculture in the rural areas (ongoing) Planning Board 5. The Planning Board should identify potential areas for conservation Planning Board land (ongoing) 6. Amend the Land Use Ordinance to require all new buildings in the Planning Board Corridor Protection area that are visible from State Route 111 to meet minimal architectural standards (next year, i.e. 2017) 7. Allow residential densities to be increased from the base Planning Board requirement if there will not be adverse impacts on ground water quality and storm water runoff (next year, i.e. 2017) 8. Explore options for community sewage disposal to serve the Board of Selectmen commercial and RD1 and RD2 areas only (5-10 years) 9. Explore options to work with the Biddeford-Saco Water Company Board of Selectmen and the Kennebunk, Kennebunkport and Wells Water District and developers (ongoing) 10. Support an economic development committee to promote business Board of Selectmen development for job opportunities and increased property tax revenues (ongoing) 11. Continue to use tax increment financing or some other similar Board of Selectmen mechanism to reduce the property tax burden for the first few years for new businesses (ongoing) 12. Explore options to work with the Kennebunk Sewer District to Board of Selectmen provide public sewer service to the Downtown Business District (DB1) & Downtown Business District 2 (DB2) (ongoing) 13. Amend the Land Use Ordinance to establish districts that meet Planning Board requirements and standards in conformance with the goals and objectives of this Comprehensive Plan (next year, i.e. 2017) 14. Amend the Land Use Ordinance to incorporate the standards for lot Planning Board development and design called for throughout these policies and other action steps (next year, i.e. 2017) 15. Amend the Land Use Ordinance to clarify the sign regulations (next Planning Board year, i.e. 2017) 16. In revising the Land Use Ordinance pay particular attention to Planning Board definitions to assure that the meaning of the ordinance may not be misconstrued (next year, i.e. 2017) 17. In revising the Land Use Ordinance, to the extent feasible, include Planning Board illustrations showing the standards in the ordinance (next year, i.e. 2017) 18. In revising the Land Use Ordinance minimize the number and types Planning Board of activities that require Planning Board review to those with the potential for off-site and environmental impacts (next year, i.e. 2017)
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19. Periodically review the number of new dwelling units allowed by the Planning Board Residential Growth Permit Ordinance (every 5 years) 20. Incorporate standards in the Land Use Ordinance and Subdivision Planning Board Regulations that promote active and passive recreational opportunities (next year, i.e. 2017) 21. Amend the building permit limitation ordinance to encourage at Planning Board least 75 percent of the permits for new dwelling units be assigned to the designated growth areas (ongoing) 22. Amend the building permit limitation ordinance to establish a Planning Board method of providing assurance to the developers of subdivisions in the designated growth areas that permits will be available in a timely manner (ongoing) 23. Incorporate standards in the Land Use Ordinance that require Planning Board commercial uses on land adjacent to residential districts to provide adequate vegetative buffers and other design elements to minimize impacts of commercial activity (next year, i.e. 2017) 24. Amend the Land Use Ordinance to lower the permitted noise level Planning Board for commercial uses that are close to boundaries with a residential district (next year, i.e. 2017)
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Figure 22. Town of Arundel Growth and Rural Areas
113 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Arundel Comprehensive Plan
Figure 23. Town of Arundel Future Land Use Map
114 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Gorham Comprehensive Plan Update 46. Town of Gorham Comprehensive Plan Update
2016
The 2016 Update of the Town of Gorham’s Comprehensive Plan serves as a guide for the decisions the Town must make about growth, development, redevelopment, investment, and change over the coming decade. The recommendations of the 2016 Plan continue the basic policy directions set by the 1993 Plan and subsequent planning since then as well as address emerging issues or provide a fresh look at ongoing issues.
Key findings
• Just over 50 percent of Gorham’s land is dedicated to residential use. • About 91 percent of residential land in Gorham is dedicated to single-family property use. • Half of the non-residential land in Gorham is dedicated to industrial use, just under half is dedicated to retail and services, and the remainder (about four percent) is used for university or office space. • Of the land considered “rural,” almost half is dedicated to tree growth. • Farming is on the rise in Cumberland County, with a 14 percent increase in the number of farms, a 21 percent increase in land being farmed, and a 51 percent increase in the value of direct sales of farm products to consumers between 2007 and 2012.
Recommendations
Table 44. Town of Gorham Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Continue to use the development transfer mechanism to manage Town the pattern of growth and fund open space acquisition (ongoing) Manager/Planning Dept. 2. Explore scheduled bus service (ongoing) Town Manager/Planning Dept. 3. Revise the treatment of small dwelling units for density purposes Planning Dept. and other requirements (short term: 2 - 4 years) 4. Revise the Land Use and Development Code to reflect the land use Planning Dept. designations (short term: 2 - 4 years) 5. Review and update provisions dealing with urban agriculture (short Planning Dept. term: 2 - 4 years) 6. Create incentives for developments that meet “green” standards Planning Dept. (short term: 2 - 4 years) 7. Establish design standards for infill development in established Planning Dept. residential neighborhoods (short term: 2 - 4 years)
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8. Establish design standards for new commercial development Planning Dept. outside of the village centers (short term: 2 - 4 years) 9. Update the Gorham Village Master Plan (short term: 2 - 4 years) Planning Dept. 10. Update the Little Falls Master Plan Planning Dept. 11. Develop a master plan for the South Gorham Crossroads area Planning Dept. (longer term: beyond 4 years) 12. Fund and Implement the recommendations of the updated Gorham Town Manager and Village Master Plan (longer term: beyond 4 years) Planning Dept. 13. Fund and Implement the recommendations of the updated Little Town Manager and Falls Master Plan (longer term: beyond 4 years) Planning Dept.
Figure 24. Town of Gorham Current Land Use Map
116 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Windham Comprehensive Plan
47. Town of Windham Comprehensive Plan
2016
The Town of Windham Comprehensive Plan is an update of the City’s 2003 Plan. The 2016 Comprehensive Plan builds on several planning efforts undertaken by the Town between 2003 and 2014. The Plan presents a manageable number high-priority, crosscutting challenges to meet over the next few years, rather than a long and unprioritized list of items to pick off over the next ten or more years.
Key findings
• There are 2,100 acres enrolled in the Farmland Tax program as of the 2014 tax report for Windham. The Tree Growth Tax program provides tax breaks for working woodlots. • Residents identified “rural character and open space” among the top advantages to living in Windham, as part of the community survey. • Single family homes represent the vast majority of housing units in Windham. • Between 2005 and 2015, a third (33 percent) of the new development occurred in the growth and transitional areas, with the remaining redevelopment in the rural areas. In other words, almost every 7 out of 10 new homes in Windham are built in areas the community has said should be protected from new development. • There is not enough infrastructure in the growth areas to support the majority of new dwelling units being built in Windham. • Minimum lot sizes in the parts of town designated for rural-scale development are too small to keep these areas from receiving most of the new development in Windham. • There is a strong need for more senior housing in Windham. A small (24-unit) market rate age- restricted development of duplex buildings has started construction on Sandbar Road in the summer of 2016.
Recommendations
Table 45. Town of Windham Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Meet with neighboring communities to coordinate land use Planning Staff designations and regulatory and non-regulatory strategies (High, 1-2 years) 2. Assign responsibility for implementing the Future Land Use Plan to Town Council, Long the appropriate committee, board or municipal official (High, 1-2 Range Planning years) Committee 3. Using the descriptions provided in the Future Land Use Plan Long Range Planning narrative, maintain, enact or amend local ordinances (High, 1-2 Committee years)
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4. Track new development in the community by type and location Long Range Planning (High, 1-2 years) Committee, Planning Staff 5. Periodically (at least every five years) evaluate implementation of Long Range Planning the plan in accordance with Section 2.7 (High, 1-2 years) Committee, Planning Staff 6. Include in the Capital Investment Plan anticipated municipal capital Town Council, Long investments needed to support proposed land uses (High, 1-2 years) Range Planning Committee 7. Provide the code enforcement officer with the tools, training, and Town Council support necessary to enforce land use regulations, and ensure that the Code Enforcement Officer is certified in accordance with 30-A M.R.S.A. §4451 (ongoing) 8. Direct a minimum of 75 percent of new municipal growth-related Town Council capital investments into designated growth areas identified in the Future Land Use Plan (ongoing)
Figure 25. Town of Windham Future Land Use Map
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48. Portland’s Plan 2030
2017
Portland’s Plan 2030 is the City of Portland’s comprehensive plan to guide the community’s decision making for the next 10+ years. The plan is based on work that began in 2015 and included a process of extensive public engagement. This plan provides a vision of Portland’s values today and for the future; summarizes existing conditions; provides implementation strategies; identifies how other planning efforts, past and future, relate to each other; and forms a framework for decision making.
Key findings
• The city's total area is 70 square miles, but only 22 square miles of this total is land area (the mainland and islands). • Portland’s housing stock has continued to grow steadily each year over the past five years. The market emphasis has been in smaller units, with three-bedroom units representing only 10 and 13 percent of the total multi-family units in 2014 and 2015, respectively. • The city has also experienced modest new housing growth in the form of single and two-family developments. • Nearly half of Portland’s land area (44 percent) is devoted to residential zoning and 14 percent is devoted to commercial use. • Significant housing infill and redevelopment have recently occurred on the peninsula where higher residential densities are allowed. • The low-impact industrial zones on the peninsula have served as incubator space for the city’s expanding food economy and arts-related industries. • Recent revisions to the Waterfront Central zone incentivize investment in waterfront infrastructure by providing greater flexibility for uses along Commercial Street. These changes have resulted in several new mixed-use developments that support ongoing investment in the working piers. • The zoning for the islands is primarily residential with limited areas for community business uses on each island.
Recommendations
Table 46. Portland’s Plan 2030 Recommendations
Recommendations Responsible Party
1. Incorporate additional Low Impact Development (LID) standards into Planning City Codes (Medium) 2. Support reduction in impervious surfaces and implementation of Planning green infrastructure through local codes and incentives, and in infrastructure investments where appropriate (ongoing) 3. Implement land use tools for increased protection of impaired Planning streams (medium)
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4. Recognize the particular needs of sensitive island ecologies by Planning supporting land use policies that protect groundwater supplies (Medium) 5. Collaborate with surrounding municipalities to strengthen Public Works, Parks, comprehensive climate change adaptation and mitigation planning Planning, Various (ongoing) 6. Consider a Transfer of Development Rights (TDR) program to allow Planning for the permanent transfer or sale of unused development potential of historic landmarks or districts (medium) 7. Collaborate with nonprofits, private organization, neighborhood Planning associations, businesses, property owners and affinity groups to pursue and expand support for preservation initiatives (ongoing) 8. Consider land use tools to incentivize exemplary construction Planning, Waterfront practices for climate resilience (medium) 9. Evaluate zoning and the condition of existing infrastructure in Planning, various priority areas to ensure that employment and housing growth can be supported (medium) 10. Identify priority growth areas (medium) Planning 11. Support land use tools that encourage year-round residences in Planning existing and new housing on Portland’s islands (medium) 12. Ensure that future land use policy is compatible with school plans Planning, School (long) 13. Make fiscal stability a factor in land use planning (ongoing) Planning
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Figure 26. Existing Land Use, Portland’s Plan
121 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: City of Saco Comprehensive Plan Update
49. City of Saco Comprehensive Plan Update
2018
The City of Saco 2018 Comprehensive Plan is an update of the 2011 Comprehensive Plan. It will provide the basis for guiding and managing Saco’s growth over the next 10 to 15 years. The objective of the Plan is to improve Saco in a thoughtful and measured way that recognizes the many changes impacting the way people live, work and play, and that benefits residents, businesses, and visitors.
Key findings
• Since the 2011 update, trends and practices have changed. There is a recognized need for more housing in the downtown area to accommodate both young adults and those of the Baby Boom generation seeking to age-in-place so each group can be close to services. • Residential development has been Saco’s largest growth sector in recent years. • By investing in business/industrial park development and downtown revitalization, Saco has maintained a diversified economic base. • Most commercial and industrial uses in Saco are located in the Route 1 Corridor and In-town areas. • Traditional small lots and walkable scale in the urban core now co-exists with larger lots, separated land uses, and a dependence on the automobile on the west side of the City. • Agriculture and forestry play a diminishing role in both Saco’s economy and its landscape—since 1992 the amount of land enrolled in the state’s Farmland and Tree Growth taxation programs in Saco has dropped by 40 percent. • The availability of land suitable for residential development that is served by public water and sewerage is very limited.
Recommendations
Table 47. City of Saco Comprehensive Plan Update Recommendations
Recommendations Responsible Party
1. Revise residential parking requirements in the downtown area Council, P&DD 2. Change the building code to allow for smaller units in multi-family Council, P&DD developments 3. Encourage more mixed-use development downtown Council, P&DD 4. Meet once or twice a year to discuss various issues with the Council, P&DD appropriate board 5. Appoint an existing planning or development staff person to the Council appropriate Thornton Academy board 6. Consider eliminating or reducing the impact fee program in the Council, P&DD downtown area
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7. Determine and implement a method of measuring the impacts of ED commercial activity on the downtown area 8. Continue discussions on form-based code with various groups P&DD within the community 9. Begin reducing the number of zoning districts within the downtown Council, PD&D area and change the names of the remaining zoning districts 10. Create an overlay zone that will encourage the maintenance of Council, PD&D existing and development of additional small independent neighborhood stores 11. Evaluate and encourage higher densities in the downtown area Planning Board, through support of smaller unit sizes Planner, Council 12. Review existing open space, City owned parcels, stream corridors Conservation and parcels enrolled in state taxation programs Commission, Planning Board, Council
Figure 27. City of Saco Land Use Map
123 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Scarborough Comprehensive Plan Draft 50. Town of Scarborough Comprehensive Plan Draft
2018
The Comprehensive Plan is an update of the 2006 Plan and is the official adopted statement for future targeted development and conservation in the Town. It establishes a vision and guiding principles, analyzes existing conditions and emerging trends, describes and illustrates a plan for future land use and conservation and supporting infrastructure, provides the Town with strategies.
Key findings
• The sprawling wetlands have resulted in a low degree of connectivity of the street network in the Route 1 area. Other parts of the Town are comprised of mainly single family residential neighborhoods and a conventional suburban development pattern. • North Scarborough is located in the congested State Routes 22 and 114 “overlap area”, with a mix of commercial and residential land uses on this busy road. Travel delay is experienced regularly during peak travel times. • Dunstan and Oak Hill were re-categorized as Community Activity Centers, where future development and redevelopment should be concentrated because of the presence of existing infrastructure and services. • Scarborough Downs has the potential to be redeveloped at a higher intensity than the Community Activity Centers. It has been categorized as a Regional Activity Center. • Scarborough’s irregular street grid has contributed to its sprawling development patterns. This has contributed to vehicular dependence, and has consequently resulted in traffic congestion on the major thoroughfares.
Recommendations
Table 48. Town of Scarborough Comprehensive Plan Draft Recommendations
Recommendations Responsible Party
1. Regional Approach to Economic Development/Regional Branding Scarborough 2. Regional Collaboration (Planning) Scarborough 3. Create a Regional Data Center Scarborough 4. Concentrate Housing within Mixed-Use Areas Scarborough 5. Target a balanced mix of uses in Activity Centers Scarborough 6. Contemplate a Scarborough Business Improvement District (BID) Scarborough 7. Continue to Use Tax Increment Financing District(s) Scarborough 8. Sharing Best Practices Scarborough 9. Increase Mix of Uses Scarborough 10. The Town’s Role in the Built Environment Scarborough
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Figure 28. Town of Scarborough Conservation and Growth Map
125 | P a g e Greater Portland Council of Governments Transit Tomorrow Land Use Studies: Town of Cape Elizabeth 2019 Comprehensive Plan (DRAFT) 51. Town of Cape Elizabeth 2019 Comprehensive Plan (DRAFT)
2018
The Town of Cape Elizabeth Comprehensive Plan provides a strategic planning for future trends and includes recommendations for continuation of existing land use management and policies. Significant issues identified by the plan that may require shifts in town policy include affordable housing, tourism, school and municipal infrastructure and efforts to moderate increases in the tax rate.
Key findings
• 65 percent of the town is zoned residential district. • 30 percent of the town is zoned resource protection. • 2 percent of the town is zoned commercial. • From 2008 to 2017, 160 new homes, excluding teardowns, were constructed, resulting in an average of 16 homes per year. • The rate of residential development has declined as the amount of buildable land continues to shrink. • New construction of residential housing will continue to decrease. • To insure quality digital coverage, the Town needs to be responsive to citizen demands and the opportunities of modern technology.
Recommendations
Table 49. Town of Cape Elizabeth 2019 Comprehensive Plan Recommendations
Recommendations Responsible Party
1. Continue to administer and amend land use regulations in Planning Board accordance with the Future Land Use Plan (Ongoing) 2. Manage an efficient development review and permit procedure Town Council, Town process (Ongoing) Staff 3. Review the regulation of existing, nonconforming lots (infill lots), and Planning Board recommend ordinance revisions (High priority, 1-3 years) 4. Undertake a Housing Diversity Study that evaluates current housing Town Council costs, needs, impacts on services and other relevant elements and recommends actions to create more affordable opportunities for seniors, young adults and young families (Medium priority, 3-6 years) 5. Initiate a charter change to require a super majority of the town Town Council council to dispose of municipal property (Medium priority, 3-6 years) 6. Ensure adequate training and support for the CEO (Ongoing) Town Staff 7. Streamline administrative tracking of short-term rental activity Planning Board
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(High priority, 1-3 years) 8. Incorporate renewable energy into town facility capital investments Town Staff and educate the public about the benefits of renewable energy (Medium priority, 3-6 years) 9. Install an electric vehicle charging station (Medium priority, 3-6 Town Council years)
Figure 29. Town of Cape Elizabeth Comprehensive Plan 2019 Building Permits 2008 – 2017
127 | P a g e Greater Portland Council of Governments Transit Tomorrow Complete Streets Studies: Oak Hill Pedestrian Plan
52. Oak Hill Pedestrian Plan
2011
In 2010, the Town of Scarborough matched a grant awarded by the Portland Area Comprehensive Transportation System (PACTS) and the Maine Department of Transportation (MaineDOT) to develop the Oak Hill Pedestrian Plan. The Plan combines past planning efforts with new analysis and design ideas, and includes public input. The result is a complete, up-to-date framework for moving forward with tangible pedestrian improvements in the Oak Hill area of Scarborough. The plan emphasises pedestrian improvements in the commercial district with connections to residential areas. There is also emphasis on walking links between affordable housing, bus stops and the grocery store. Plan built on Scarborough Economic Development Corporation and Scarborough Community Chamber’s report, the Vision: An Economic Development Guide for the Town of Scarborough (March 2011).
Key Findings
• Regulations in Oak Hill require future projects to provide the necessary infrastructure to promote walking. (ex. Eastern Village Development project) • Pedestrian infrastructure in Oak Hill in 2011 was not adequate to serve the needs of its users. There was no sidewalk network, marked crosswalks were missing from signalized intersections. PACTS 2009 Bicycle and Pedestrian Plan ranks the Oak Hill area as “poor” and in need of improvement. • There were 19 reported crashes involving pedestrians or bicyclists in Scarborough between 2006- 2010. (MaineDOT) • All projects in report were intended to make the Oak Hill area ADA-compliant. • US Route 1 which runs through Oak Hill is a major obstacle for pedestrians. Existing sidewalks along Route 1 vary in quality and some portions have no sidewalks at all. • Gorham Road is another important connection in Oak Hill with many amenities. The road is lacking adequate pedestrian infrastructure. • The ShuttleBus service along US Route 1 has poor quality bus stops that need better signage. • Three clustered schools (the High School, Wentworth Intermediate School and Middle School) present an opportunity for students to walk to school. The sidewalk network to and between these facilities needs to be improved to make this safe and feasible.
Recommendations
Table 50. Recommendations from Oak Hill Pedestrian Plan
Recommendations Responsible Party
1. Oak Hill should be designated a "Pedestrian Activity Zone" Scarborough 2. Scarsborough should develop a town-wide bicycle plan and a Safe Scarborough Routes to School Plan 3. Scarborough should support the creation of a local pedestrian Scarborough (potentially bike too) advocacy group or advisory committee
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4. Download a variety of safety materials for distribution to various Scarborough age groups and at multiple events and locations 5. Train all staff members who would be involved in implementing plan Scarborough (town, planning board, MaineDOT, Cumberland County staffs)-- reviewing all aspects of transportation and development process 6. Create walking tours through town with wayfinding resources Scarborough 7. Scarborough should coordinate all encouragement activities with Scarborough Healthy Maine Partnerships 8. Adopt Safe Routes to School program to encourage more children Scarborough to walk or bike to school 9. Use future greenways and trails to host events that raise awareness Scarborough and celebrate issues related to active transportation (environmental issues, health, etc.) 10. Host revenue-generating events to help fund future facilities (races, Scarborough concerts, educational walks) 11. Local police should use targeted enforcement to focus on key Scarborough issues such as motorists speeding, not yielding to pedestrians etc. 12. Establish a crossing guard program for peak school hours Scarborough 13. Require crossing guards to complete a Crossing Guard Training Scarborough Program 14. Use Local Improvement Districts (LIDs) to fund pedestrian projects Scarborough 15. Use Tax Increment Financing (TIF) in Urban Renewal Areas to fund Scarborough projects 16. Issue bonds to fund pedestrian improvements Scarborough 17. Street User/Street Utility Fees through water or utility bills to fund Scarborough projects 18. Require crossing guards to complete a Crossing Guard Training Scarborough Program 19. Developer impact fees--encourage developers to implement Scarborough pedestrian facilities by discouraging project design that increases vehicle use 20. Follow design guidelines in Appendix A of the Oak Hill Pedestrian Scarborough Plan 21. US Route 1, south side - Sidewalk infill from Ward Street to Black Scarborough, Point Road MaineDOT 22. Black Point Road - New sidewalk, west side of road Scarborough, MaineDOT 23. US Route 1 from Sawyer Road to Ward Street (traffic calming) Scarborough, MaineDOT 24. US Route 1 and Gorham/Black Point Road (crosswalks and signage) Scarborough, MaineDOT 25. US Route 1 and Gorham/Black Point Road (bump outs, crossing Scarborough, island and intersection geometry) MaineDOT 26. Gorham Road - Sidewalk on the East side of the road connecting Scarborough, proposed Refuge Island 9 and 10 MaineDOT
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27. Gorham Road - Sidewalk on the west side of road between Quentin Scarborough, Drive and Sawyer Road MaineDOT 28. Gorham Road - between the High School and Oak Hill Plaza (refuge Scarborough, island) MaineDOT 29. US Route 1, south side - Sidewalk infill from Commerce Drive to Scarborough, Ward Street (sidewalks/pathways) MaineDOT 30. US Route 1, south side - Sidewalk infill from Hannaford Drive to Scarborough, Portland Farms Road MaineDOT 31. Transit Shelter Just west of Gorham Road and US Route 1 Scarborough, intersection MaineDOT, ZOOM 32. US Route 1, south side - Sidewalk infill from Black Point Road to Scarborough, Hannaford Drive MaineDOT 33. Refuge island Gorham Road just south of Hannaford Drive Scarborough, MaineDOT 34. Traffic calming Gorham Road from Quentin Drive to Hannaford Drive Scarborough, MaineDOT 35. Crosswalk (& small sidewalk extension) Wentworth Drive and Scarborough Municipal Drive 36. Traffic signal enhancements US Route 1 and Ward Street (potential Scarborough, for longer pedestrian crossing time) MaineDOT 37. Traffic calming Gorham Road from US Route 1 to Eastern Road Scarborough, MaineDOT 38. Traffic Calming US Route 1 from Hannaford Drive to Down East Lane Scarborough, MaineDOT 39. Gorham Road - school zone signs and pavement markings Scarborough, MaineDOT 40. Sidewalks/pathways US Route 1, south side - Sidewalk infill from Scarborough, Portland Farms Road to Hillcrest Road MaineDOT 41. High School- Extend existing sidewalk along driveway/entry road Scarborough 42. Lighting US Route 1 from Municipal Drive to Gorham Road and Scarborough, Gorham Road along Oakhill Plaza MaineDOT 43. Multi-Use Path from Barbara Ave/Norma Drive to Wentworth Drive Scarborough 44. Multi-Use Path from Imperial Lane/Norma Drive to Quentin Drive, Scarborough adjacent to Middle School entry 45. Ward Street sidewalk between US Route 1 and Eastern Village Scarborough, Development MaineDOT 45. Black Point Road - New sidewalk on East side of road, part of future Scarborough Jarvis Property Development 47. Gorham Road - Extend east sidewalk to Maple Avenue (and Scarborough, eventually Payne Road in long term) MaineDOT 48. Grading and Drainage Library Entrance area at Quentin Drive Scarborough
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49. Traffic Signal or flashing beacon with refuge option US Route 1 and Scarborough, Down East Lane MaineDOT 50. Transit Shelter Just north of US Route 1 and Portland Farms Road Scarborough, ZOOM intersection 51. Signage Eastern Road - Eastern Trail signs Scarborough, Eastern Trail Alliance 52. Shared-Use Path between Eastern Road and Old County Road Scarborough 53. Sawyer- Sidewalk on the west side of the road between US Route 1 Scarborough and Maine Medical Center 54. Intersection Improvement US Route 1 and Ward Street Scarborough, MaineDOT 55. Crosswalk Corner of Sawyer Road/Pinoak Drive and Gorham Road Scarborough 56. Crosswalk Durant Drive/Juneberry Lane and Sawyer Drive Scarborough 57. New sidewalk and memorial plaza to replace dying historic Elm tree Scarborough 58. Sawyer Road - Extend existing sidewalk improvements to Gorham Scarborough, Road MaineDOT 59. Down East Lane - Extend existing sidewalk to US Route 1 Scarborough, MaineDOT 60. Transit Shelter At Commerce Drive intersection Scarborough, ZOOM 61. Crosswalk Quentin Drive at Wentworth Intermediate School Scarborough, MaineDOT 62. Traffic Signal or flashing beacon with refuge option US Route 1 and Scarborough, Maple Avenue MaineDOT 63. Traffic Calming Eastern Road Scarborough 64. Pedestrian Bridge over brook behind Oak Hill Plaza Scarborough, MaineDOT 65. Black Point Road - Extend sidewalk along west side of road to the Scarborough, intersection of Winnocks Neck Road and Old Country Road MaineDOT 66. New sidewalks between Eastern Village Development and Black Scarborough Point Road along Thornton Road and Westwood Ave 67. Shared-use Path between Eastern Road and Down East Lane Scarborough 68. Black Point and Eastern Roads - Repaint crosswalks, improved Scarborough, lighting and signs MaineDOT 69. Black Point and Eastern Roads - improvements per Eastern Village Scarborough, Development project (new crosswalk treatment and crossing MaineDOT, Eastern beacon) Village Developers 70. Maine Veteran's Home- Sidewalk to US Route 1 Scarborough, MaineDOT, Maine Veterans’ Home 71. Crosswalk Sawyer Drive and US Route 1 Scarborough,
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MaineDOT 72. Crosswalk Hannaford Drive and US Route 1 Scarborough, MaineDOT 73. Crosswalk at Hannaford Drive Scarborough 74. Hannaford - New sidewalk from Hannaford Drive to Hannaford Scarborough Supermarket 75. Crosswalk Black Point Road and Thornton Road Scarborough 76. Sunset Road - Extend sidewalk to US Route 1 (includes new Scarborough, crosswalk to connect existing sidewalk on the north side to the MaineDOT south side) 77. Oak Hill Area Gateways US Route 1, south of Commerce Drive and at Scarborough, Down East Lane MaineDOT 78. Scarborough Town Gateway US Route 1, north of Hillcrest Road Scarborough, MaineDOT 79. Expanded parking area at the Eastern Trail trailhead Scarborough, Eastern Trail Alliance 80. Scarborough should work with MaineDOT and others to explore Scarborough, reducing the current 35 mph speed limit within the core Oak Hill MaineDOT commercial area along US Route 1, Black Point Road and Gorham Road
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Figure 30. Existing Sidewalks in Oak Hill (2011)
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Figure 31. Proposed Recommendations from Oak Hill Pedestrian Plan (2011)
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Figure 32. Oak Hill Opportunities and Constraints from Oak Hill Pedestrian Plan (2011)
135 | P a g e Greater Portland Council of Governments Transit Tomorrow Complete Streets Studies: Pedestrian Access to Transit Study (PACTS)
53. Pedestrian Access to Transit Study (PACTS)
2011
Portland Area Comprehensive Transportation System (PACTS), Portland’s municipal planning organization completed a survey project to improve pedestrian access to transit. Purpose was to ID areas to implement low cost pedestrian infrastructure improvements to improve access to transit. Considered ADA along pedestrian corridors to bus stops. Study focused on two high use areas serviced by two bus systems: the Portland METRO and South Portland Bus Service (SPBS). At the time of the study South Portland was in the process of building a new transit hub on the corner of Ocean and Thomas Streets. SPBS study will focus on transit hub accessibility and the top ridership stops in the Knightville/Mill Creek district. The METRO study will be aimed at the East Bayside neighborhood and adjacent metro stops.
Key Findings
• SPBS (South Portland) ─ Most SPBS customers walk further to the hub for better access and fewer bus transfers. ─ Riders use the hub to catch inbound trains instead of riding the whole bus loop. ─ To access the hub from the shopping plazas, riders typically walk down Market Street. From the north residential areas customers walked Ocean or Cottage Street down the hub. For the western Knightville residents, Waterman Street provides access down to the Yankee Ford stop. • METRO (East Bayside) ─ Franklin arterial has significant greenspace but it is unsuitable for recreation. ─ Crossing Franklin Street—especially at Oxford Street is dangerous but people do it anyway. A pedestrian bridge doubling as a downtown Old Port Gateway entrance could create a safe and appealing crossing.
Recommendations
Table 51 Recommendations from PACTS Pedestrian Access to Transit
Recommendations Responsible Party
1. Adjacent parking and street trees can bolster pedestrian safety and South Portland sense of safety; This could be explored at Ocean Street, Waterman Drive and Cottage Street 2. Fix stepping on sidewalks on the peninsula— particularly on Market South Portland Street between Ocean and Waterman, Waterman between Market and Broadway, and Cottage between Broadway and E Street 3. The following intersections could benefit from a retrofit with South Portland perpendicular ramps: Waterman at Erskine, Broadway at Ocean and Ocean at Hinckley Street 4. Bus shelters at Yankee Ford and Waterman and the stop at Cottage South Portland, at Soule Street could be improved SPBS 5. Pedestrian facilities could be added to Mill Creek Park to create a South Portland
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safe walking alternative to the hub 6. Bus stop adoption should be encouraged at Yankee Ford and South Portland Cottage at Soule to ensure snow clearing in winter (see Waterman Drive at Yankee Ford—has been adopted) 7. The sidewalks on Market Street could be relocated to the south side South Portland to provide safer access to shopping plazas 8. Traffic calming devices or speed enforcement should be increased Portland on the North end of Washington Avenue 9. A pedestrian bridge over Franklin Street at Oxford Street doubling Portland as a downtown Old Port Gateway entrance could create a safe and appealing crossing 10. Add sidewalks to Anderson Street and roads perpendicular to Fox Portland Street 11. Reduce street width on Anderson, Cumberland and Oxford Streets Portland 12. Remove or eliminate parking in front of businesses Portland
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Figure 33. Sidewalk and Crosswalk Ranking System, South Portland (2011)
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Figure 34. Sidewalk, Crosswalk and Pedestrian Ramp Conditions in Knightville, South Portland
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Table 52. South Portland Pedestrian Infrastructure Condition
Table 53. Portland East Bayside Pedestrian Infrastructure
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Figure 35 Sidewalk, Crosswalk and Pedestrian Ramp Conditions East Bayside, Portland
141 | P a g e Greater Portland Council of Governments Transit Tomorrow Complete Streets Studies: Transforming Forest Avenue
54. Transforming Forest Avenue
2012
Forest Avenue serves as one of the Portland region’s most critical transportation corridors, linking the highly urbanized peninsula to Interstate 295 and suburban communities to the northwest. Along its course, Forest Avenue passes established residential neighborhoods, historically dense commercial districts, large employers, post-WWII shopping plazas, and school and community centers. The City of Portland recognizes that Forest Avenue has many assets – its existing commercial activity, its access to USM, its historic neighborhood nodes with capacity for mixed-use development, its frequent transit service, and its infill opportunities. It is also widely recognized that years of auto-oriented development have created challenges for Forest Avenue. Project goals: encourage transit-supportive development and the evolution of Forest Avenue as a complete street.
Key Findings
• Creating a more attractive destination, improving alternatives to automobile travel, and improving land use and zoning conditions, should all contribute to creating a more transit-supportive environment for the future. This analysis suggests that there is no one-way to increase transit travel. Longer-term processes of land use and transportation planning would gradually produce a more transit-supportive community. • Off-peak shuttle service should be offered on US Route 2. • Streetscape design can be used to create a gateway to downtown Portland. • Access to businesses can be improved by installing pedestrian crossings and traffic calming street design. • A study should be undertaken with METRO to determine the best location for bus stops within the study corridor considering both bus operations and customer access. Such a study could focus on optimizing the entire US Route 2, including an examination of ridership, schedule, and routing.
Recommendations
Table 54. Recommendations from Transforming Forest Ave
Recommendations Responsible Party
1. Forest Avenue-Upgrade sidewalks, ramps, and crosswalks to Portland, MaineDOT provide universal access and using techniques such as asphalt stamping to create a more pedestrian-oriented atmosphere 2. Forest Avenue-Designate shared bicycle lanes and providing Portland, MaineDOT additional bike parking 3. Forest Avenue-Introduce off-peak shuttle service and providing bus Portland, MaineDOT, stop amenities, including benches and shelters, at key locations METRO 4. Forest Avenue-Create a gateway to downtown by widening and Portland, MaineDOT landscaping the median at the southerly end (between Bedford Street and Park Avenue) of the corridor 5. Forest Avenue-Reducing the number of travel lanes between High Portland, MaineDOT
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Street and Park Avenue to allow more space for bicycle facilities 6. Forest Avenue-Installing bulb-outs at Park Avenue/Portland Street Portland, MaineDOT 7. Forest Avenue-Enhancing bicycle and pedestrian safety and Portland, MaineDOT character from Marginal Way through the I-295 underpass by Installing bollard lighting under the bridge and Establishing an off- street multi-use path on both sides of Forest Avenue 8. Forest Avenue-Coordinate with MaineDOT to provide bicycle and Portland, MaineDOT pedestrian safety enhancements at the ramp crossings 9. Forest Avenue-Encourage access to businesses in the central Portland, MaineDOT portion of the corridor by completing the pedestrian crossing at Preble Street and calming traffic on side streets 10. Forest Avenue-Enhance the existing node at Woodfords Corner by Portland, MaineDOT Improving traffic flow with parking and turning restrictions; Installing a bulb-outs where warranted; Adding planters, asphalt stamping, and street furniture; Enhancing crosswalks; and Improving lane markings and directional signage 11. Forest Avenue-A study should be undertaken with METRO to Portland, MaineDOT, determine the best location for bus stops within the study corridor METRO considering both bus operations and customer access; Such a study could focus on optimizing the entire US Route 2, including an examination of ridership, schedule, and routing 12. Forest Avenue-Consolidate curb cuts Portland, MaineDOT 13. Forest Avenue-Develop comprehensive wayfinding strategy Portland, MaineDOT 14. Forest Avenue-Restrict on-street parking during peak hours to allow Portland, MaineDOT for extra travel lane
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Figure 36. Study Area Segments for Transportation Forest Avenue
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Figure 37. Public Advisory Committee Feedback for Three Transportation Alternatives for Forest Avenue
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Figure 38. Alternatives' Ability to Attract Transit Riders
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Figure 39. Segment A Streetscape Concept Plan
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Figure 40. Segment B Streetscape Concept Plan
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Figure 41. Segment C Streetscape Concept Plan
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55. Route 302 Multimodal Corridor Plan
2013
The Multi-Modal Corridor Management Plan is an initiative of the Maine Department of Transportation intended for each of Maine’s 38 designated Corridors of Regional Economic Significance for Transportation (CRESTs). Corridors were identifies by Maine’s 11 Regional Councils during the development of Connecting Maine, the State’s long-range transportation plan. These corridors have the strongest and broadest economic significance for each region of the state. The study area included the following communities in the Lakes Region on the US Route 302 Corridor (aka the Roosevelt Trail): Windham, Raymond, Casco, Naples, Bridgton, Standish, and Sebago. GPCOG and the State Planning Office (SPO) entered into a MOU to establish a working framework for guiding a regional planning process for the region—MaineDOT approved the concept.
Key Findings
• GPCOG and the State Planning Office (SPO) entered into a MOU to establish a working framework for guiding a regional planning process for the Lakes Region—MaineDOT approved the concept. . • US Route 302 is the primary arterial in the region for commuting and recreational travel— connecting the region with downtown Portland and New Hampshire. • US Route 302 is unsafe for pedestrians and cyclists. It lacks pedestrian infrastructure and typical intersections are 4 to 5 lanes wide (particularly in North Windham). • Commercial developments along US Route 302 are difficult to access—separated from residential developments.
Recommendations
Table 55. Recommendations from Route 302 Multimodal Corridor Plan
Recommendations Responsible Party
1. Address High Crash Locations along US Route 302 with intersection Various improvements, traffic-calming, site distance and access Municipalities, improvements (crosswalks, sidewalks) MaineDOT 2. Develop master plans for larger commercial parcels for the US Various Route 302 corridor to promote a mixed-use development pattern Municipalities typical of a New England Village 3. Work towards ensuring that village centers are walkable and Various economically vibrant through improvements to the roadway, and Municipalities, improved zoning and site plan review requirements MaineDOT 4. Promote and design safe multimodal roadway infrastructure Various improvements for vehicles, pedestrians, and bicycles Municipalities, MaineDOT 5. Develop and implement ordinances to promote land use patterns Various that minimize sprawl but promote appropriate economic growth, Municipalities
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and assure that the corridor’s transportation systems, now and in the future are efficiently coordinated to minimize public costs, and environmental impacts 6. Adopt more restrictive access management regulations whenever Various applicable to preserve mobility Municipalities 7. Update existing comprehensive plans and land use ordinances to be Various more consistent with neighboring towns in order to create a Municipalities synthesized regional approach to land use, transportation and environmental challenges 8. Windham: Reduce traffic to improve mobility and increase vehicle Windham, MaineDOT and pedestrian safety along the North Windham commercial strip; Add ADA ramped crosswalk locations to connect commercial parcels (recommended in GPCOG’s 2012 sidewalk analysis) 9. Windham: Amend Land Use regulations to allow for enhancement of Windham, MaineDOT the street network—increasing local roadway connections between neighborhoods adjacent to the commercial corridor—extending dead-end drives to connect to existing roadways 10. Windham: Amend Land Use regulations to require vehicle and Windham, MaineDOT pedestrian links between neighboring commercial parcels and parking areas to cut down on the need for curb cuts 11. Windham: Enhance existing Access Management Requirements Windham, MaineDOT, within Site Plan Review Ordinance to include additional language promoting inter-parcel pedestrian and vehicular access between commercial developments and local residential neighborhood whenever possible 12. Windham: Create a Complete and Green Streets policy to promote Windham, MaineDOT infrastructure that accommodates all users and results in greener, more permanent, efficient, low-cost infrastructure solutions 13. Windham: Continue to work with regional partners to explore the Windham, MaineDOT, possibility of a Lakes Region Public Transit option GPCOG 14. Windham: Enact Transportation Impact Fees to support future Windham capital improvement projects along Route 302 and intersection roads in North Windham 15. Raymond: business owners along Route 302 should work with town Raymond, Business to create a Land Use Master Plan that focuses on the Raymond Owners Shopping Center 16. Raymond: Conduct a sidewalk analysis of the Commercial District Raymond along US Route 302 17. Casco: Examine easing of congestion issues around Point Sebago Casco, MaineDOT Resort, including State Park Road, particularly during summer months 18. Naples: Continue to submit requests for improvements to Naples, MaineDOT MaineDOT’s Work Plan for State Route 35, State Route 114/11 and Lambs Mill Road; Consider funding some of these projects through the Municipal Partnership Initiative (MPI) program 19. Bridgton: Develop a master plan for the “entrance corridor” Bridgton segment of US Route 302 20 Bridgton: Review existing Site Plan Review, and Subdivision Rules Bridgton and Regulations and develop local access management standards,
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parking standards, and impact fees to fund future infrastructure 21. Bridgton: Consult Bridgton Walkability Plan (GPCOG 2011) to Bridgton, MaineDOT redesign locations for crosswalks
Figure 42. Zoning along US Route 302
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Figure 43. High Crash Locations along US Route 302
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Figure 44. Customer Service Levels: Safety Along US Route 302
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Figure 45. Speed Limits Along Route US 302
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56. Portland – South Portland Smart Corridor Plan
2017
The Smart Corridor is a critical 7-mile roadway corridor that runs through Portland and South Portland, connecting these two cities and many of their neighborhoods and activity centers. The Portland – South Portland Smart Corridor Plan has been undertaken in order to address roadway bottlenecks and congestion, safety issues and high crash rates, intimidating pedestrian access and crossings, gaps in the bicycle network, and an unappealing streetscape and urban design in many segments of the Smart Corridor. The study goals include:
• Encourage high-quality development in the Smart Corridor. • Improve safety in all travel modes. • Manage traffic access and congestion in the Corridor. • Improve travel options and multimodal access in the corridor, including public transit, walking, and bicycling.
Key Findings
• The corridor is home to important neighborhood commercial centers. • Many areas of the corridor, such as the segments of Forest Street just south of Morrill’s Corner and around Dartmouth Street, are lined with automobile-oriented development, fronted by parking, accessed by wide curb cuts. • The concentration of traffic results in bottlenecks and high levels of congestion at certain locations, e.g. Morrill’s Corner, Woodfords Corner, USM at Bedford Street/Baxter Boulevard, Mill Creek in South Portland. • There are a high number and rate of crashes in the Forest Avenue segment of the Corridor. • Based on volumes and resident/stakeholder input, the wide roadway, high-speed traffic, and lack of pavement markings may deter pedestrians and bicyclists from using the Corridor. • The METRO Route 2 and South Portland Bus Route 21 that serve the corridor are the highest ridership routes on each respective system. Despite this, the routes operated with moderate frequency (20 and 30 minute headways, respectively) and the corridor has minimal transit amenities. • The pedestrian environment along the Corridor is compromised by frequent curb cuts and parking lots directly adjacent to sidewalks, especially where sidewalks are narrower. • Wide roadway, high traffic speeds, and poorly delineated lanes discourage bicycle travel in the Corridor. There are significant gaps in bicycle facilities in the Corridor.
Recommendations
Table 56. Portland-South Portland Smart Corridor Plan Recommendations
Recommendations Responsible Party
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1. Morrill's Corner: Simplified intersection at Bishop Street/Stevens Portland, MaineDOT Avenue that addresses significant congestion 2. Morrill's Corner: Reclaimed roadway provides an opportunity to Portland, MaineDOT improve the public realm while improving conditions for pedestrians and bicyclists 3. Forest Avenue North: Morrill's Corner to Woodfords Corner: New Portland, MaineDOT bike lanes beginning at Allen Avenue extend southward to existing buffered bike lanes at Arbor Street, creating continuous dedicated facilities from Morrill’s Corner to the railroad tracks 4. Forest Avenue North: Morrill's Corner to Woodfords Corner: Portland, MaineDOT Significant reductions in distances between protected crossings for pedestrians via installation of new RRFBs and crosswalks 5. Forest Avenue South: Woodfords Corner to University of Southern Portland, MaineDOT Maine: Road diet in southbound direction from Revere Street to Noyes Street replaces excess roadway capacity with new bike lanes, addressing a significant facilities gap along the Corridor 6. Forest Avenue South: Woodfords Corner to University of Southern Portland, MaineDOT Maine: Reduced pedestrian crossing distances at major intersections via curb extensions and more frequent protected crossing opportunities between signals via new RRFBs and crosswalks 7. Forest Avenue South: Woodfords Corner to University of Southern Portland, MaineDOT Maine: Retain majority of on-street parking while creating new dedicated facilities for transit buses and bikes at congested intersections 8. I-295 Exit 6 Interchange: Reconfiguration enables dramatic Portland, MaineDOT reduction in highway footprint and presents significant opportunity for new development 9. I-295 Exit 6 Interchange: Realignment of on-ramps provides Portland, MaineDOT additional room for weaving movements at exit approach, improving operations on the mainline 10. I-295 Exit 6 Interchange: Signal control at ramps, as well as Portland, MaineDOT upgraded pedestrian and bicycle facilities, improves access and safety for non-motorists 11. Deering Oaks Park: Reduced congestion and queuing through Portland, MaineDOT improved signal operations, better lane assignment, and separation of High Street traffic from State Street/Marginal Way and Kennebec Street 12. Deering Oaks Park: Improved pedestrian access and safety via Portland, MaineDOT tightened intersection geometry, signalized of high-speed right turns, and better organization of curb cuts and sidewalks 13. Deering Oaks Park: Enhanced bicycle access through new buffered Portland, MaineDOT bike lanes and intersection improvements along Forest Avenue 14. Deering Oaks Park: Realignment of High Street enhances park Portland, MaineDOT access and creates more contiguous park space 15. Broadway in South Portland: Three new RRFBs, a raised crossing at South Portland, Spring Street, and other crossing improvements shorten the MaineDOT distance between protected crossings and slow vehicular traffic
along a stretch of road with little vehicular control
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16. Broadway in South Portland: Widening the Greenbelt Path allows for South Portland larger carriages and enables safe passing during peak periods 17. Broadway in South Portland: Expanded or rebuilt sidewalks offer South Portland, stronger, more accessible connections between Broadway, the MaineDOT Greenbelt Path, and SMCC
18. Entire corridor: Use zoning from building frontage to curb to create Various a safer and more appealing streetscape for pedestrians municipalities, MaineDOT
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Figure 46. Morrill's Corner Intersection Proposed Redesign
Figure 47. Baxter Woods Upgraded Crossing (Forest Avenue North: Morrill's Corner to Woodfords Corner)
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Figure 48. Forest Avenue South: Woodfords Corner to University of Southern Maine Proposed Redesign
Figure 49. Deering Oaks Park Proposed Redesign
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Figure 50. Spring Street Upgraded Crossing (Broadway in South Portland)
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Figure 51. Corridor-Wide Land Use and Zoning
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Figure 52. Corridor-Wide Pedestrian Conditions
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Figure 53. Peak Hour Pedestrian Volumes
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Figure 54. Existing Bike Facilities
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Figure 55. Recommended Bike Network
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Figure 56. Level of Traffic Stress
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Figure 57. Crash History on Corridor
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Figure 58. Recommended Transit Improvements 1
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Figure 59. Recommended Transit Improvements 2
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Figure 60. Zoning Recommendations
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57. South Portland West End Master Plan
2017
The West End Master Plan focuses on creating and maintaining a vibrant and sustainable neighborhood that will continue to be diverse and livable. This plan presents an opportunity to create and implement a community-driven vision that builds on the neighborhood’s strengths and also addresses community- wide challenges like: infrequent transit, inadequate pedestrian infrastructure and few neighborhood services.
Key Findings
• Redevelop “the triangle” into a more vibrant neighborhood center with community gathering spaces and streetscape improvements. • Westbrook Street and Western Avenue are very important thoroughfares for the West End but they are also significant barriers and divide the community into two parts. There are no ADA-compliant crosswalks on Westbrook Street. Biking on the street is challenging because of poor pavement conditions, traffic speed, and narrow shoulders. • Roadway access to and from the neighborhood is limited to two routes, Westbrook Street and Jetport Plaza—which leads to traffic on Westbrook Street (particularly at Western Avenue). • The neighborhood is served by the South Portland Bus Service but hours of service and frequency are limited. • Roughly 30 percent of residents use the bus at least once a month (according to community survey). • The two most popular transit destinations are downtown Portland and the Maine Mall (according to community survey). • According to community survey, residents would like the following improved in terms of transit: greater frequency, better weekend service, a more readable schedule, safe and clean bus stops, and more stops within the neighborhood.
Recommendations
South Portland West End Master Plan
Recommendations Responsible Party
1. Increase the ease and safety of accessing surrounding schools, SPBS, MaineDOT, employment, and services for all residents using all forms of South Portland transportation 2. Increase recreation and open space opportunities for residents and South Portland visitors by enhancing the trail network, improving access to the water and increasing recreational programming 3. Improve the condition of existing sidewalks and construct additional MaineDOT, South sidewalk segments where there are gaps in the network—especially Portland along Westbrook Street
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4. To address speed issues, consider reducing the lane width along MaineDOT, South Westbrook Street by restriping, adding bike lanes, and widening the Portland sidewalks 5. Increase visibility and accessibility of all crossings on Westbrook MaineDOT, South Street—particularly the street lighting throughout the Redbank Portland Neighborhood 6. Implement comprehensive wayfinding program to help residents MaineDOT, South and visitors find recreational and community destinations Portland 7. Connect Liberty Commons and Cortland Court with a formal path or South Portland, sidewalk Liberty Commons and Cortland Court owners 8. Construct a new ‘complete streets’ road between Brick Hill and MaineDOT, South Aviation Boulevard to alleviate traffic congestion at the intersection Portland of Westbrook Street and Western Avenue 9. Require sidewalk and streetscape improvements as a condition of South Portland site plan approval for development of a certain size or impact. 10. Create a protected shared-use path along Jetport Plaza Road within MaineDOT, South the existing right-of-way Portland 11. Conduct a corridor study to address traffic congestion and bicycle MaineDOT, South and pedestrian safety issues along Westbrook Street and Western Portland Avenue from the intersection of Broadway to Foden Road 12. Consider additional roadway access to the Redbank neighborhood MaineDOT, South by opening the gate on James Baka Drive or creating a new Portland connection to Foden Road in that area 13. Improve the bicycle and pedestrian access along the section of MaineDOT, South Westbrook Street from the I-295 on/off ramps and underpass to the Portland Broadway intersection 14. Provide easier pedestrian access to Skillin Elementary, Memorial MaineDOT, South Middle, and South Portland Public Library by constructing a new Portland sidewalk on the east side of Westbrook Street 15. Improve transit service from the West End to popular employment METRO, SPBS, destinations in Portland and Westbrook ZOOM, South Portland 16. Construct a shared-use bicycle and pedestrian bridge across Long South Portland Creek to create a direct off-road connection to the surrounding areas of South Portland and Portland 17. Consider a South Portland public transit circulator route connecting METRO, SPBS, Redbank directly to the Maine Mall, Mill Creek, and other ZOOM, South destinations in South Portland Portland 18. Extend South Portland Bus Service along Westbrook Street to reach METRO,SPBS, more residential areas ZOOM, South Portland 19. Work with Portland METRO to assess if Route 5 can be adjusted to METRO, South better serve the West End neighborhood Portland 20. Connect the West End to the Maine Mall area by linking the existing MaineDOT, South
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sidewalks with the WEX trails and adding a formal mid-block Portland crossing on Western Avenue 21. Work with local schools to establish a Safe Routes to School South Portland program and possibly a Walking School Bus 22. Require connections to the West End when feasible as a condition of South Portland site plan approval for parcels bordering the neighborhood 23. Adopt new zoning throughout the neighborhood to encourage South Portland compatible growth, with more mixed-use and residential development 24. Develop an Open Space and Recreation Plan for the western portion South Portland of South Portland, focusing on trail maintenance and expansion 25. Improve public access to Long Creek by addressing parking, South Portland lighting and maintenance issues around the dock and examine the feasibility of boat storage and developing a seasonal kayak program 26. Extend the Long Creek Trail south to connect to the existing boat South Portland launch, Westbrook Street, and Clarks Pond trail 27. Adding a multi-modal transit hub to “the triangle" area would make SPBS, South the site more of a community destination and better serve the Portland residents 28. Create a multimodal transit hub along Westbrook Street SPBS, South Portland 29. Provide flexible parking standards that allow for shared parking and MaineDOT, South encourage multimodal transportation options Portland 30. Design and construct streetscape improvements along Westbrook MaineDOT, South Street to distinguish the area as a neighborhood center, including Portland street trees, lighting, on-street parking and other amenities
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Figure 61. Transit in South Portland
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Figure 62. Recommendations to Improve Neighborhood Connectivity
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Figure 63. Recommendations to Improve Regional Access
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Figure 64. Recommendations to Improve Recreation and Open Space
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58. Getting There From Here An Active Transportation Plan
2018
The PACTS region has the beginning of a great active transportation network but there are many gaps to fill. This plan outlines the Regional Bicycle and Pedestrian Network, the Regional Public Transit Network, and the Local Active Transportation Network. By framing priority links and priority centers, the plan reviews the types and locations of infrastructure that is needed.
Key Findings
• Annual public transit ridership in the PACTS region has increased from 3.3 million in 2012 to 3.8 million in 2016 (PACTS). • The share of York and Cumberland County commuters driving alone has decreased since 2000, and more people are walking and biking to work. • Participants in community survey would like to see more off-road paths, separated bike facilities, and sidewalks across the region. • Focus group participants and survey respondents felt unsafe walking or biking on PACTS region roads because of volume and speed of car traffic. • PACTS Public Opinion Survey indicated low use of public transportation (10 percent once a month) and 9 percent of respondents reported walking 3 or more days a week for transportation. The top two suggestions to improve road safety were ‘More/wider bike lanes’ and ‘More/better maintained sidewalks’. • Destination 2040 built on this strategy and adopted “priority centers.” These areas were designed to strategically focus resources into existing and emerging centers. Now that these priority centers have been identified, partnerships between PACTS and local governments – as well as non-profits, employers, and developers – will help ensure success and guide local transportation and land use policies and decisions.
Recommendations
Table 57. Getting There From Here An Active Transportation Plan
Recommendations Responsible Party
1. Municipalities will need to evaluate ADA compliance on local GPCOG/ PACTS, roadways, as well as for public facilities and programs Various 2. Continue US Route 1 bike route in Freeport through Freeport Village MaineDOT, Freeport 3. Coordinate with MaineDOT and PACTS municipalities to develop a GPCOG/ PACT, process for flagging opportunities and incorporating active MaineDOT, Various transportation elements into paving, resurfacing, and other road projects 4. Maintain an inventory of shovel-ready projects that can be used to GPCOG/ PACTS seek funding as it becomes available from sources outside of PACTS – including US DOT BUILD grants
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5. Incorporate the PACTS Regional Bicycle and Pedestrian Design GPCOG/ PACTS Guidelines into the PACTS project development process to take full advantage of active transportation 6. Work with PACTS member communities to develop tools for transit- GPCOG/ PACTS, supportive land use at key locations Various 7. Encourage smart growth by reviewing and refining PACTS priority GPCOG/ PACTS centers for appropriateness and feasibility of bicycle, pedestrian, and transit investments 8. Help PACTS cities and towns to create and implement detailed GPCOG/ PACTS, active transportation plans Various 9. Develop educational resources about bikeshare programs, GPCOG/ PACTS autonomous vehicles, rideshare companies, and other shared mobility technologies 10. Encourage the integration of sustainable infrastructure into PACTS GPCOG/ PACTS project development 11. Establish an Active Transportation Working Group appointed by the GPCOG/ PACTS PACTS Policy Committee; This working group should have a balanced representation including municipal engineers and planners, advocacy groups, non-profits, health care, businesses, and users of active transportation – especially people with disabilities and other under-represented groups 12. Provide in-kind support for leveraging additional funding for GPCOG/ PACTS education and encouragement efforts in the PACTS region through letters of support and grant-writing assistance 13. Implement recommendations from Moving Southern Maine Forward METRO, SPBS, RTP, that advance the transit rider experience, such as a unified brand, YYCAC, CBITD, electronic fare collection, and real-time information for all services ZOOM, NNEPRA, GPCOG/ PACTS 14. Encourage creative placemaking and public art to elevate the GPCOG/ PACTS prominence of the active transportation network 15. Support transportation demand management innovations in the GPCOG/ PACTS region, including the effort to establish a Transportation Management Association for Greater Portland and initiatives by anchor institutions and employers 16. Maintain a web-based interactive map that shows the current GPCOG/ PACTS infrastructure and the gaps in the network, as a tool for local communities to use in making decisions about future planning and implementation projects 17. Establish a permanent bicycle and pedestrian count program that GPCOG/ PACTS tracks activity in key areas and enables PACTS to observe and respond to trends 18. Develop and maintain an online transportation dashboard to track GPCOG/ PACTS performance across different metrics and to advise local and regional planning and project development 19. Develop a system for monitoring compliance with the Americans GPCOG/ PACTS with Disabilities Act, Title VI, and Environmental Justice
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Figure 65. Existing and Proposed Active Transportation Network
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Figure 66. Existing and Proposed Active Transportation Network and Priority Centers Identified
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2018
The Towns of Falmouth, Cumberland, Yarmouth and Freeport began collaborating in September 2016 to develop recommendations that will ultimately result in a detailed plan to upgrade the entire length of the US Route 1 corridor to better accommodate bicycles, pedestrians, buses, trucks and passenger cars. Documentation of existing zoning and land use context for the corridor was performed. A transit system inventory was performed and included amenities (signs, shelters, benches) at bus stops, location and length of the bus stop, and a general determination of accessibility at and the pedestrian path of travel to/from bus stops. A survey was posted that requested feedback on how to make Route 1 safer for all users, the focus was on hearing about the most dangerous locations for vehicles, as well as where new bike and pedestrian facilities would be most useful. All MaineDOT and PACTS data was assembled and included:
• Intersection Turning Movement Counts. • Automatic Traffic Recorder Counts. • Bicycle and pedestrian volumes. • Truck volumes and patterns. • Transit data. • Crash data for the most recent three-year period. • As-built plans and traffic signal timing plans. • Seasonal traffic volume information. • Right-of-way information. • Speed data.
Key Findings
• US Route 1 North of Portland is lacking in sidewalk facilities in many areas, crosswalks and other means of accessing commercial developments using alternative modes. • ADA-compliant bus stops should be added to a number of intersections along this stretch of US Route 1. • Many intersections along US Route 1 should be redesigned with better lighting, signage and signals. Some need increased capacity for vehicles. • There should be a separated and/or protected bike lane installed along US Route 1. • There is a strategy to incrementally construct a share-use path along US Route 1 with the intent of a possible designation as the East Coast Greenway.
Recommendations
Table 58. Recommendations from North of Portland Route 1 Corridor Plan (2018)
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Recommendations Responsible Party
1. Intersection of State Route 88 and US Route 1 in Falmouth: should MaineDOT, Falmouth be reconfigured to a roundabout. Separated bicycle and pedestrian paths should be included in redesign 2. Intersection of State Route 88 and US Route 1 in Falmouth: Landing METRO, Falmouth pad should be constructed at bus stop and amenities should be added 3. US Route 1 North in Falmouth – Johnson Rd Intersection: Add MaineDOT, Falmouth dedicated turn lanes on Route 1 4. US Route 1 North in Falmouth – Johnson Rd Intersection: Add MaineDOT, Falmouth crosswalks 5. US Route 1 North in Falmouth – Johnson Rd Intersection: New MaineDOT, Falmouth pedestrian facilities and updated controls 6. US Route 1 North in Falmouth – Johnson Rd Intersection: Add street MaineDOT, Falmouth trees, lighting and sidewalk connections to other areas 7. US Route 1 North in Falmouth – Johnson Rd Intersection: Make MaineDOT, Falmouth “Gateway” improvements such as landscaping, lighting and signage at north and south end of corridor and Johnson Rd intersection 8. US Route 1 North in Falmouth: Updated access management MaineDOT, Falmouth standards—minimize curbcuts on Route 1 and encourage/mandate shared access driveways 9. US Route 1 North in Falmouth: Work with METRO to make bus stop METRO, Falmouth facility improvements, including evaluating transit routing/stops based on future development needs 10. Install a sidewalk on the south side of Johnson Road from US Route MaineDOT, Falmouth 1 to I-295 11. US Route 1 North of Johnson: Install a sidewalk and shared use path MaineDOT, Falmouth 12. US Route 1 South of Johnson: Install a sidewalk and shared use path MaineDOT, Falmouth 13. US Route 1 at Bucknam Road: Revise signal timing MaineDOT, Falmouth 14. US Route 1 at Bucknam Road: Consider concurrent pedestrian MaineDOT, Falmouth phasing in the future if traffic and pedestrian volumes warrant changes; This requires additional push buttons 15. US Route 1 at Bucknam Road: Provide supplemental signage MaineDOT, Falmouth 16. Bucknam Road to Depot Road: Install STOP sign at Key MaineDOT, Falmouth Bank/Starbucks Driveway 17. Bucknam Road to Depot Road: Construct bituminous pad at transit METRO, Falmouth stop 18. Bucknam Road to Depot Road: Remove Left Turn Lane sign as it's MaineDOT, Falmouth redundant 19. US Route 1 at Depot Road: Remove duplicate signal heads MaineDOT, Falmouth 20. US Route 1 at Depot Road: Provide concurrent pedestrian phasing in MaineDOT, Falmouth the future if traffic and pedestrian volumes warrant changes; This requires additional push buttons 21. US Route 1 at Depot Road: Remove Right Turn Lane Must Turn Right MaineDOT, Falmouth sign on Depot Road as it's redundant 22. US Route 1 at Clearwater Drive: Remove duplicate signal heads MaineDOT, Falmouth
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23. US Route 1 at Clearwater Drive: Remove Right Turn Lane Must Turn MaineDOT, Falmouth Right sign on Clearwater Drive and Bangor Savings Plaza as they are redundant 24. Clearwater Drive to State Route 88: Install barricade to Drainage MaineDOT, Falmouth ditch north of Simply Home 25. Clearwater Drive to State Route 88: Construct bituminous landing MaineDOT, Falmouth pad at Transit stop at 170 US Route 1 26. Clearwater Drive to State Route 88: Improve sidewalk surface MaineDOT, Falmouth condition and shift or remove guardrail on sidewalk south of Perfect Smile 27. US Route 1 at State Route 88: The crossing of US Route 1 north of MaineDOT, Falmouth Route 88 should be retrofitted into a shared use facility for both bicyclists and pedestrians; The crossing should be fully ADA compliant; Signage and pavement marking revisions will be required 28. US Route 1 at State Route 88: Install painted buffer on southbound MaineDOT, Falmouth bicycle lane to match north-bound condition 29. US Route 1 at State Route 88: Relocate northbound Route 88 MaineDOT, Falmouth warning sign to the termination of the path as it's confusing 30. US Route 1 at State Route 88: State Route 88 pavement markings MaineDOT, Falmouth should be adjusted to provide an on-road bicycle lane or shoulder 31. US Route 1 at State Route 88: Construct sidewalk on east side of US MaineDOT, Falmouth Route 1 from the terminus of the sidewalk at Brown Street to sidewalk opposite Waldo’s 32. US Route 1 at Tuttle Road in Cumberland: Provide turn lanes on US MaineDOT, Route 1 Cumberland 33. US Route 1 at Tuttle Road in Cumberland: Investigate traffic control MaineDOT, and capacity needs at Tuttle Road Cumberland 34. US Route 1 at Tuttle Road in Cumberland: Enhance shoulder MaineDOT, condition for bicycles Cumberland 35. US Route 1 at Tuttle Road in Cumberland: Provide separated facility MaineDOT, for cyclists Cumberland 36. US Route 1 at Tuttle Road in Cumberland: Construct sidewalks and MaineDOT, crosswalks Cumberland 37. US Route 1 in Cumberland: Add bus stops METRO, Cumberland 38. Implement a Breeze stop in Cumberland METRO, Cumberland 39. US Route 1 South in Cumberland: Provide a painted buffer in the US MaineDOT, Route 1 northbound shoulder Cumberland 40. US Route 1 South in Cumberland: Construct a 10-foot shared-use MaineDOT, path on the west side of the US Route 1 right-of-way from the Cumberland Falmouth Town Line to the north 41. US Route 1 South in Cumberland: Install crosswalks across US Route MaineDOT, 1 at Skyview Drive and Casco Bay Drive; It is recommended these Cumberland are enhanced visibility crosswalks and include a rectangular rapid flashing beacon 42. US Route 1 South in Cumberland: Install a possible future bus stop METRO, Cumberland at Casco Bay Drive given residential development; Delay in service
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from shifting the transit route from I-295 to US Route 1 is a factor to be evaluated as it relates to feasibility 43. US Route 1 North in Cumberland: Implement a three lane section MaineDOT, with a center two-way left-turn lane from Tuttle Road northerly to Cumberland south of Thomas Drive 44. US Route 1 North in Cumberland: Provide 5-foot minimum shoulders MaineDOT, on both sides of US Route 1. Where space allows, provide a painted Cumberland buffer 45. US Route 1 North in Cumberland: Construct a 5-foot sidewalk on the MaineDOT, east side of US Route 1 from the Tuttle Road Connector to the Cumberland Yarmouth Town Line 46. US Route 1 in Yarmouth: Provide a sidewalk connection on the east MaineDOT, Yarmouth side of US Route 1 to the Cumberland Town line; It should be noted that a shared-use path across I-295 is recommended at the time of the replacement/rehabilitation of the overpass, with connection to the future Beth Condon Path at the Park & Ride lot; Extend the Beth Condon Path from Portland Street to the Park & Ride Lot and it should meet East Coast Greenway Standards; Pave northbound shoulder from Tyler Drive to northbound I-295 on-ramp. 47. US Route 1 in Yarmouth: Add ADA compliant landing pad and bus METRO, Yarmouth stop amenities to Park and Ride Lot 48. US Route 1 and Portland Street in Yarmouth: Add a diagonal MaineDOT, Yarmouth crosswalk and improve approach lane alignment 49. US Route 1 and Portland Street in Yarmouth: Remove current MaineDOT, Yarmouth Portland St approaches and create two new T-intersections north and south of the existing traffic signal; Both new intersections would be signalized and provide safe controlled crossings; Sidewalks or Beth Condon Path would provide safe pedestrian accommodations on most roadways 50. US Route 1 and Portland Street in Yarmouth: Sidewalk connections MaineDOT, Yarmouth on east side of Route 1 to the south 51. US Route 1 and Portland Street in Yarmouth: Route 1 crossings at MaineDOT, Yarmouth both northerly and southerly signalized intersections 52. US Route 1 and Portland Street in Yarmouth: Add a sidewalk on the MaineDOT, Yarmouth north side of Portland Street (westerly leg) 53. US Route 1 and Portland Street in Yarmouth: Connect the Beth MaineDOT, Yarmouth Condon Path to the westerly leg of Portland Street 54. US Route 1 and Portland Street in Yarmouth: Add a sidewalk on MaineDOT, Yarmouth easterly leg of Portland Street 55. US Route 1 and Portland Street in Yarmouth: Add bicycle lanes on MaineDOT, Yarmouth Route 1 56. US Route 1 and Portland Street in Yarmouth: Add new ADA- METRO, Yarmouth compliant bus stops to the far sides of new Portland Street southerly signalized intersection 57. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth Add a sidewalk on the East Side of US Route 1 and relocate the traffic signal currently located at Rite Aid to the NYA entrance 58. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth formalizing a three-lane roadway section with the center lane used for left-turn movements and raised landscaped islands
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59. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth Construct sidewalk on the east side of US Route 1 60. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth Provide controlled crossings at the NYA traffic signal 61. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth Improve connections between the Beth Condon Path and buildings 62. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth Bicycle lanes on US Route 1 63. US Route 1 between Portland Street and Main Street in Yarmouth: MaineDOT, Yarmouth Construct a mid-block crosswalk between the Rite Aid traffic signal and Portland Street; It is suggested that a median refuge island be provided with Rectangular Rapid Flash Beacons; It is suggested the crosswalk be located south of the Pratt Abbott north-erly driveway (the southerly driveway is being closed) 64. US Route 1 between Hannaford Drive/Willow Street and Main Street MaineDOT, Yarmouth in Yarmouth: Extend Beth Condon Path from Main Street across Royal River Bridge 65. US Route 1 between Hannaford Drive/Willow Street and Main Street MaineDOT, Yarmouth in Yarmouth: Extend sidewalk on east side of US Route 1 from Main Street toward Willow Street
66. US Route 1 between Hannaford Drive/Willow Street and Main Street MaineDOT, Yarmouth in Yarmouth: Provide bicycle lanes on US Route 1 67. US Route 1 between Hannaford Drive/Willow Street and Main Street MaineDOT, Yarmouth in Yarmouth: Provide bicycle lanes on US Route 1 68. US Route 1 Hannaford Drive/Willow Street in Yarmouth: The US MaineDOT, Yarmouth Route 1 northbound approach will have a dedicated left lane and a shared through/right lane 69. US Route 1 Hannaford Drive/Willow Street in Yarmouth: The US MaineDOT, Yarmouth Route 1 Southbound approach will have a separate left, through and right lanes 70. US Route 1 Hannaford Drive/Willow Street in Yarmouth: Willow MaineDOT, Yarmouth Street will consist of a single approach lane; There has been concerns expressed about the loss of one approach lane; Further analysis should be performed in the future regarding the Willow Street approach configuration 71. US Route 1 Hannaford Drive/Willow Street in Yarmouth: Provide a MaineDOT, Yarmouth sidewalk on the east side of US Route 1 72. US Route 1 Hannaford Drive/Willow Street in Yarmouth: Crosswalks MaineDOT, Yarmouth on all legs of the intersection with a wide crossing for shared bicycle/pedestrian use in conjunction with the East Coast Greenway on Willow Street 73. US Route 1 Hannaford Drive/Willow Street in Yarmouth: Sidewalk MaineDOT, Yarmouth connections into Hannaford Drive 74. US Route 1 Hannaford Drive/Willow Street in Yarmouth: Bicycle MaineDOT, Yarmouth lanes on US Route 1 75. US Route 1 Hannaford Drive/Willow Street in Yarmouth: In the METRO, Yarmouth southbound direction, consider an ADA-compliant bus pullout stop at the same location (far side of intersection); Improve northbound bus stop for ADA compliant landing and amenities
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76. US Route 1 between Hannaford Drive and East Main Street: a three- MaineDOT, Yarmouth lane roadway section with a single lane in each direction and a center turn lane 77. US Route 1 between Hannaford Drive and East Main Street: provide MaineDOT, Yarmouth a sidewalk on the east side of US Route 1 to the East Main Street intersection; Consider shortening the left-turn lane onto East Main Street to allow for the construction of the sidewalk 78. US Route 1 between Hannaford Drive and East Main Street: provide MaineDOT, Yarmouth bicycle lanes on US Route 1 79. US Route 1 and East Main Street: Add a new Route 1 crossing on the MaineDOT, Yarmouth southerly leg of the intersections with geometric modifications and landscape improvements 80. US Route 1 and East Main Street: Modify signals MaineDOT, Yarmouth 81. US Route 1 and East Main Street: Tighten the southbound right-turn MaineDOT, Yarmouth radius 82. US Route 1 and East Main Street: Provide sidewalk on the east side MaineDOT, Yarmouth of route one that connects to Bayview Street 83. US Route 1 and East Main Street: Add bicycle lanes on US Route 1 MaineDOT, Yarmouth 84. US Route 1 between East Main Street and State Route 88: Add MaineDOT, Yarmouth sidewalk on the east side and extend sidewalk/pathway in front of VIP 85. US Route 1 between East Main Street and State Route 88: Add MaineDOT, Yarmouth bicycle lanes on US Route 1 86. State Route 88/I-295 Southbound Ramps: Add a single-lane MaineDOT, Yarmouth roundabout 87. US Route 1 between Exit 17 and Freeport: Cousins River bridge-the MaineDOT, Yarmouth bridge, which is slated for replacement, would consist of two travel lanes, two shoulders, and a shared use path 88. US Route 1 between Exit 17 and Freeport: Extend the Beth Condon MaineDOT, Yarmouth Path along the east side of US Route 1 (crossing at the proposed Exit 17 Northbound Ramps traffic signal) to Freeport 89. US Route 1 between Exit 17 and Freeport: Relocate bus stop to US METRO, MaineDOT, Route 1 when US Route 1 crossing is provided Yarmouth 90. US Route 1 between Exit 17 and Freeport: Add new shared use path MaineDOT, Yarmouth on the east side of US Route 1 to the Cousins River Bridge 91. Desert Road Focus Area in Freeport: Re-stripe Desert Road across I- MaineDOT, Freeport 295 to three 11- foot travel lanes and two 3-foot shoulders 92. Desert Road Focus Area in Freeport: Re-stripe the US Route 1 MaineDOT, Freeport northbound approach to Desert Road to two 11-foot approach lanes and a 5-foot shoulder
93. Desert Road Focus Area in Freeport: Provide crosswalks on all MaineDOT, Freeport approaches at US Route 1/Desert Road intersection
94. Desert Road Focus Area in Freeport: Construct a sidewalk on the MaineDOT, Freeport west side of US Route 1 between Desert Road and Park & Ride Lot
95. Desert Road Focus Area in Freeport: Construct a sidewalk on the MaineDOT, Freeport east side of US Route 1 between Pine Street and the Maine Beer
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Company crosswalk
96. Desert Road Focus Area in Freeport: Where possible, shoulders MaineDOT, Freeport should be narrowed to allow for construction of sidewalks with the intent of minimizing disturbance and calming traffic
97. Desert Road Focus Area in Freeport: 11-foot travel lanes are MaineDOT, Freeport preferred
98. Desert Road Focus Area in Freeport: Adjust the curb on the south MaineDOT, Freeport side of US Route 1 from Desert Road to Freeport Crossing; Widening the shoulder at the guard rail/culvert should be a long-term project
99. Desert Road Focus Area in Freeport: Provide a bicycle lane on US MaineDOT, Freeport Route 1 southbound between the through lane and right lane into Freeport Crossing
100. Desert Road Focus Area in Freeport: Provide continuous bicycle MaineDOT, Freeport lanes northbound US Route 1
101. Desert Road Focus Area in Freeport: Eliminate the northbound I-295 MaineDOT, Freeport off-ramp and provide ramp to US Route 1 north of Park & Ride Lot; The new intersection will require traffic signalization
102. Desert Road Focus Area in Freeport: Reconfigure the US Route MaineDOT, Freeport 1/Desert Road intersection so that US Route 1 is the major street and Desert Road in the minor leg of the intersection
103. Desert Road Focus Area in Freeport: Provide two 12-foot travel MaineDOT, Freeport lanes and 7.5-foot shoulders should be provided on the Desert Road I-295 bridge with consideration of buffered bicycle lanes or a sidewalk on one side
104. Desert Road Focus Area in Freeport: Provide bicycle lanes on US MaineDOT, Freeport Route 1 throughout area; The proposed configuration would allow for through bicycle lanes on US Route 1, without a need for turning
105. Desert Road Focus Area in Freeport: Reconfigure the I-295 MaineDOT, Freeport southbound off-ramp to a loop ramp
106. US Route 1 South in Freeport: Upgrade the flashing beacon at the MaineDOT, Freeport Route 1/South Freeport Road intersection 107. US Route 1 South in Freeport: Close the driveway on Route 1 just MaineDOT, Freeport north of South Freeport Road 108. US Route 1 South in Freeport: Provide painted buffered shoulders MaineDOT, Freeport (or 6 inch wide white line) along US Route 1 109. US Route 1 South in Freeport: Adjust pavement markings for equal MaineDOT, Freeport width travel lanes and shoulders 110. US Route 1 South in Freeport: Provide a bicycle lane on the South MaineDOT, Freeport Freeport Road approach to US Route 1
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111. US Route 1 South in Freeport: Provide a bicycle lane on the South MaineDOT, Freeport Freeport Road approach to US Route 1 112. US Route 1 South in Freeport: Consider designating Old South MaineDOT, Freeport Freeport Road as the northbound route to South Freeport (this includes the East Coast Greenway); This would eliminate conflicts with heavy right-turn vehicle volume to South Freeport Road 113. US Route 1 South in Freeport: Extend the Beth Condon Path in MaineDOT, Freeport Yarmouth to Old County Road; The Path may be similar to the Beth Condon Path, or consist of a protected facility using existing pavement space separated with bollards
114. US Route 1 South in Freeport: Implement access management MaineDOT, Freeport improvements including closing driveways and narrowing wide driveways 115. US Route 1 South in Freeport: A future transit stop should be METRO, Freeport considered at Old County Road as area employment increases 116. US Route 1 North in Freeport: Add a crosswalk between the Park & MaineDOT, Freeport Ride Lot and Maine Beer Co; Install crosswalk markings according to MaineDOT design standards; Block design is recommended. Rectangular Rapid Flashing Beacons (RRFB) shall be installed at the crosswalk; The “Passing” zone pavement marking in the vicinity of the crosswalk shall be eliminated; A double yellow center line shall be installed; The regulatory speed limit adjustment to 35 MPH is required and has been implemented; The crosswalk shall meet ADA standards and include detectable warning panels; W-12 pedestrians crossing advance warning signs shall be installed; Crosswalk location shall meet METRO requirements for preferred bus stopping location; The specific location of the crosswalk was painted in the field with METRO and MaineDOT guidance; An overhead Cobra Head light fixture is located at the entrance to Maine Beer Company; The Town is currently upgrading fixtures and as part of this effort will assess enhancements to lighting in the project area for safe nighttime conditions 117. US Route 1 North in Freeport: Provide painted buffered shoulders MaineDOT, Freeport (or 6 inch wide white line) along US Route 1 118. US Route 1 North in Freeport: Adjust pavement markings for equal MaineDOT, Freeport width travel lanes and shoulders 119. US Route 1 North in Freeport: In conjunction with the crosswalk at METRO, Freeport the Park & Ride Lot, a transit stop could be added in the southbound direction; The stop would utilize the shoulder and exit driveway area, and would be located on the far side of the crosswalk; Transit amenities should be included
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Figure 67 Falmouth Transportation Context
Figure 68. Two Roundabout Configurations for the intersection of US Route 1 and State Route 88.
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Figure 69. DRAFT Summary of Recommendations for Falmouth
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Figure 70. Cumberland Transportation Context
Figure 71. Tuttle Road and US Route 1 in Cumberland, Concept Plan
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Figure 72. Cumberland Summary of Recommendations
Figure 73. Yarmouth Transportation Context
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Figure 74. Conceptual Design for Portland Street and US Route 1, Yarmouth
Figure 75. State Route 88/I-295 Roundabout conceptual design with additional lane SB US Route 1
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Figure 76. Yarmouth Summary of Recommendations
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Figure 77. Freeport Transportation Context
Figure 78. Desert Road Recommendations A
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Figure 79. Desert Road Recommendations B
Figure 80. Freeport South Area Recommendations
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Expected Finish Date October-December 2019
WSP has been hired by the City of Portland to help the City develop a long-term plan for Commercial Street.
Key Findings
• A key opportunity for Commercial Street is a generous right-of-way. Though in some areas, the right-of-way width is being using to capacity. • The Commercial Street corridor is made more complex by the presence of the Maine users, ferry system, and cruise ships. • Freight access and safety are paramount considerations for the Commercial Street plan. Its role as a freight facility needs to be studied in depth. Other cities with high on-street freight presence are being studied. (Barcelona, New York City) • Alternatives will focus on: ─ Facilitation, management and operation of freight deliveries. ─ Accessibility to the piers and wharves. ─ Managing vehicle queuing and delay/congestion. ─ Pedestrian safety, circulation and infrastructure. ─ Bicycle infrastructure. ─ Parking management. • Popular ideas from 12/18 visioning workshop: ─ Commercial Street should be (word association): ▪ multi-modal. ▪ a world class example of a sustainable waterfront. ▪ Authentic waterfront views and public access. ▪ Riverwalk Harbor Walk. ▪ Fish. ▪ Functional (and for trucks). ▪ Profitable properties to subsidize marine and fishing infrastructure. ▪ Water access and commercial fishing. ─ Goals: ▪ Reduce vehicular traffic and increase public transit and cycling infrastructure. ▪ Prioritize marine related development. ▪ Working waterfront, fishing. ▪ Residential quality of life.
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Figure 81. Commercial Street corridor challenges and opportunities
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Appendix C: Complete Peer Analysis
The study team undertook a survey of peer communities to understand what communities comparable to Portland are doing in the realm of public transportation and what could possibly be used as a model in Southern Maine. Four comparable communities were chosen for comparison: Boulder, CO; Bremerton, WA; Buffalo, NY; and Burlington, VT.
Table 59. Summary of Peer Communities Boulder, CO Bremerton, Buffalo, NY Burlington, WA VT Multiple transit providers X X X X Rail service X X Ferry service X X X Population size* 115,000 40,000 260,000 100,000 Older population Growing population X X Seasonal population Students Tourism Students Recent Consolidation X Innovative Transit Funding Local sales Local sales tax tax Microtransit X Mobility Management X Online Paratransit Scheduling X (Via) X X Emergency Ride Home X X X X (state) Program Safe Place Designation X TDM Program X X Mobility as a Service Mobile Payment/ Smart cards Smart Card Both Mobile Regional fare system X X UPass System X X X X Neighborhood Pass Program X Corporate Pass Program X X Transit Pass Incentive X Program Progressive Land Use Sprawl cap Form based Church Street Code Car Sharing X X X X Bike Share X X X Smart Growth/ Growth Mgt. X X X Policy Innovative non-transit Funding Tax to protect Improvement open space District League of American Bicyclist Platinum No Bronze Silver Certification
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Boulder, CO
Boulder, CO is served by the Regional Transit District (RTD) of Greater Denver. It is home to the University of Colorado at Boulder, and is located to the northwest of Denver, the capital and largest city of Colorado. It has seen modest population growth over the last three decades, but tremendous increase in the cost of living. Primarily due to strict growth management practices, the average cost of a single family home in Boulder is currently over $1 million.
• Fare Policy: RTD has two annual bus pass options plus University of Colorado Boulder’s College Pass that can be used on Boulder’s Community Transit Network; any local, express or regional RTD bus; FlexRide (formerly Call-n-Ride); Light Rail; the ‘N’ RTD bus route to Eldora Mountain Resort—NECO Pass and EcoPass. The NECO Pass is purchased by individuals in participating neighborhoods. Participating neighborhoods need to sign a minimum $8,494 contract with RTD. The City of Boulder provides a subsidy of 50% to first-time neighborhoods and 30-35% subsidy in ensuing years. The EcoPass is purchased by employers for full-time employees with an option to include part-time employees.
• Ridership: Regional Transit ridership is growing in Boulder. From 2006 to 2016 annual ridership for the Boulder County inter-city RTD network increased by 67%. The Flatiron Flyer (BRT) + 90L –which replaced other service on U.S. 36 -- launched in 2016. The U.S. 36 Corridor improvements included enhanced transit service, express lanes and an adjacent commuter bikeway. This corridor saw the biggest spike in ridership, 29%, in 2016. Auto speeds increased by as much as 29% in peak hours. Over 70,000 trips were taken on the adjacent bike path.
• Demand Response: RTD’s FlexService (formerly Call-n-Ride) is a personalized bus service that travels within select RTD service areas. Anyone can catch FlexRide to connect to other RTD bus or train services at stations and Park-n-Rides or get direct access to other destinations (malls, schools, etc.). Trips can be booked online or at designated transit stops. Rides can be booked as little as 10 minutes in advance if booking online.
• Demand Taxi: The RTD has an Access-a-Cab service available for Access-a-Ride customers that is offered as same day alternative service. The service uses regular cabs, not all of which are accessible for wheelchairs or scooters. The customer pays first $2 of the fare, RTD pays the next $12. The customer is responsible for any amount over $14.
• Mobility Services: Via is a mobility management company that is a community benefit organization contracted by the RTD and municipalities to offer paratransit, travel training and mobility options and referral services to seniors and people with disabilities.
• Transportation Demand Management (TDM): Boulder hosts a website for organizing vanpools. GO Boulder (Boulder’s TDM program) offers a $20 per rider per month subsidy for current and new WaytoGO and VanGO vanpool riders for those who work in Boulder.
• Car Sharing: Boulder and Denver have their own nonprofit carshare, eGo CarShare (started in 1997). The cars are available for use by individuals or organizations can arrange to have cars available for professional use. The fleet includes hybrid cars, pickup trucks or all-wheel-drive (AWD) vehicles.
• Bike Sharing: Boulder’s bike share program is B-Cycle—a national nonprofit bike share company with a variety of corporate sponsors. There is a student rate available.
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• Emergency Ride Home: Boulder’s Guaranteed Ride Home program provides a free taxi ride from the office for employees who have an emergency arise on a day when they didn’t drive alone to work.
• Pedestrian Crossings: The City of Boulder established Pedestrian Crossing Treatment Installation Guidelines in 2011. The Guidelines include a flowchart to assist in determining what kind of crossing should be established and what amenities it should include.
• Sidewalk Infrastructure: The City of Boulder has an Annual Sidewalk Repair Program. Every year the City targets a specific area of Boulder to repair damaged sidewalks and install curb access ramps. The City shares the cost of sidewalk repairs with property owners (in Boulder Revised Code).
• Sidewalk Planning: The City of Boulder has a Missing Links Sidewalk Program that identifies, prioritizes and constructs missing sidewalk segments. Projects are identified by community members and added to prioritized lists of small or large sidewalk links.
• First Mile/Last Mile: RTD is currently working on a First and Last Mile Strategic Plan to address getting to/from starting/final destinations to transit services.
• Bike/Ped Network: Boulder is working on a Low-Stress Walk and Bike Network Plan that will have recommendations for how to attract a broader population to bicycling and walking. Recommendations will include proposed multimodal routes, wayfinding to connect existing routes and specific projects needed to create a complete network.
• Growth Management: Boulder has long been regulating growth. In 1959, the City limited the geographic extent to which it would provide municipal water service to the base of the mountains that border the city. In 1967, Boulder was the first city in the United States to pass a tax specifically dedicated to preserving open space. The City has developed a 27,000 acre urban greenbelt that acts as an urban growth boundary and is managed in cooperation with Boulder County. In 1971, voters approved a 55-foot building height limit.
o The cap on sprawl makes the distribution of municipal services (including transit) more manageable.
o Those who live within the city likely live within walking or biking distance of some amenities.
o These growth management policies have slowed housing production in Boulder; the average single family home costs over $1 million.
▪ This means that there are a significant number of people who need to commute from outside of Boulder every day for work, increasing congestion.
▪ Communities outside the growth boundary have strip malls and big box stores. Boulder residents likely drive to these businesses as height limits and growth boundaries have driven up demand for commercial space, and thus, commercial rents.
o Recently the City has taken steps to address its affordable housing shortage. Between 2000 and 2016, 3,300 affordable units were produced due to an inclusionary zoning ordinance. In developing a comprehensive housing strategy, Boulder is introducing middle-income infill housing in transit corridors, commercial strips, business parks, and
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industrial areas that could be rezoned and redeveloped. Infill proposals have been framed as “gentle infill” to make it more palatable.
▪ There are still obstacles that make these kinds of development difficult in Boulder. When there has been opportunity to add density through development of infill lots, there has been community push-back or there are large single- family homes being built. Most areas in the city prohibit accessory dwelling units to preserve the mostly single-family character. Currently, no more than three unrelated people can share a house in most residential zones in the city.
• Street Design: Boulder has a Living Lab Pilot Program to test street designs. The city collects data and user feedback to evaluate designs and makes reports to City Council and the Transportation Advisory Board.
• Transportation Funding: Transportation in Boulder is mainly funded through local sales tax.
• Bikeability: Boulder, CO is ranked as a platinum community by the League of American Bicyclists.
• Electronic Fares: RTD has their own mobile ticketing app as well as a smartcard option.
Bremerton, WA
Bremerton, Washington is located on the Kitsap Peninsula across the Puget Sound from Seattle. It is the largest city on the peninsula and has seen a recent resurgence in economic development, centered around the downtown ferry terminal. It is primarily served by Kitsap Transit, which operates multiple modes, including the ferry service.
• Transportation Demand Management (TDM): The Smart Commuter program is run by Kitsap Transit. You are a ‘Smart Commuter’ if you walk, bicycle, ride the bus, are a foot passenger on the ferry, or carpool or vanpool at least three days a week. Smart Commuters are eligible for Guaranteed Ride Home, a free ride in case of an emergency. Smart Commuters are also eligible for the SCOOT carshare program.
• Vanpools: Kitsap Transit hosts a platform for people to start or join vanpools.
• Ferry Service: Fixed route, carpooling services, a car sharing program, demand response, and commuter bus are provided by Kitsap Transit while ferry services are provided by both Kitsap Transit and Washington State Ferries. Kitsap Transit has two ferry services, local inter-peninsula ferry and Fast Ferry Service from Bremerton to Seattle. The Fast Ferry was recently launched, funded by 0.3 % County sales tax.
• Transfers: Kitsap Transit has Transit Centers and Transfer Points where Kitsap Transit buses and ferries meet up. Transfers allow riders to complete a one-way trip on a single fare, even if the trip involves a route change. Paper transfers are issued to cash paying customers.
o When transferring from a Kitsap Transit vehicle to a Pierce, Metro, Community, Sound, or Everett Transit vehicle within 2 hours, riders will be given credit for the fare paid and must only pay the difference in fare.
• Employer Transportation Programs: Per Washington State law (the Commute Trip Reduction (CTR) Law in 1991 and the CTR Efficiency Act in 2006), municipalities and workplaces with 100 full-time employees or more must address traffic congestion. Local governments in urban
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areas with traffic congestion are required to develop programs that reduce drive-alone trips and vehicle miles traveled (VMT)/capita. Workplaces of 100 employees or more must develop and manage their own programs based on locally adopted goals for reducing VMT. These workplaces are required to have an Employee Transportation Coordinator to encourage carpooling/vanpooling and other alternate modes.
• Human Service Transportation: Kitsap Transit’s VanLink program provides local social service agencies with vans to transport their clients.
• Shared Vehicles: Kitsap Transit’s Worker/Driver buses serve large employers (Puget Sound Naval Shipyard and the SubBase Bangor). The buses are driven by employees at these two locations. Anyone can use the buses; they can request to be dropped off before the buses enter the restricted base areas.
• Transit Funding: Kitsap Transit is owned by Kitsap County. It’s largely funded by local sales tax, fares, and advertising revenue. Operations are funded by a local sales tax.
• Rail Service: There are no rail services.
• Smart Card: Kitsap County Transit is part of the ORCA Card, a regional fare system (contactless smartcard) used by 9 providers. There is the ORCA LIFT card for qualified low-income individuals that can save riders up to 66% on the cost of transit service.
• UPass Program: The University of Washington has a UPass system with all ORCA Card system participants. The pass is loaded right onto the university ID.
• Land Use: The county comprehensive land use plan is smart-growth based and focuses on infill development in order to protect the natural environment.
• Growth Management: The state has a growth management act that requires the state and local governments to identify and protect critical areas and natural resource lands, designate urban growth areas and create a comprehensive plan that is to be implemented through creating regulations and capital investment. It was enacted in 1990 due to uncoordinated and unplanned growth and focuses on local control.
• Infill Development: In 2018 the City of Bremerton created a community development infill toolkit.
• Bikeability: Washington is ranked #1 by the League of American Bicyclists for being bike friendly.
Buffalo, NY
Buffalo, NY is a former industrial center that has seen dramatic population losses in the city proper, from nearly 600,000 in 1950 to 260,000 people today. It has recently seen an economic boost from various state programs, and its unemployment rate is now approximately in line with national averages. As the employment center for the Greater Buffalo area, it is served by Niagara Frontier Transportation Authority (NFTA Metro), which operates multiple transportation modes.
• Zoning: Buffalo is known for progressive land use that eliminated parking requirements in zoning. In 2017 the unified development ordinance, called the Buffalo Green Code, was signed into law. The green code transitions from Euclidean zoning principals to a form-based code to reinvigorate the neighborhoods and emphasizes sustainability. The catalyst was a national
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meeting held in Buffalo of the Congress for New Urbanism and included a robust public outreach process to determine what the region wanted to look like in the future.
• Transit Modes: Buffalo has light rail, fixed route bus, ferry and paratransit services and is unique in that the transit provider also operates the two international airports in the region in addition to the light rail, paratransit and fixed route bus services.
• UPass Program: The Buffalo region has a UPass system with four colleges. The pass is different than a college ID and myNFTA is provided to each student. The pass contains an expiration date, the individual’s photo and a magnetic stripe to use in the farebox.
• Corporate Pass Program: The region has a corporate pass program where employers purchase monthly passes at a discount and then sell them to employees for at least a $10 discount. Ultimately the employer is subsidizing at least $10 on each pass and the employee is able to purchase a pass at least $20 less than if purchased on their own.
• Regional Retail Discounts: Monthly pass or Upass holders can show the pass at participating merchants to receive a discount through the Metro Xtras Program.
• Fare Payment Media: Buffalo uses Token Transit for mobile payments. Token Transit is a cloud- based app that can be deployed without any capital investments.
• Emergency Ride Home Program: The Emergency Ride Home Program is available for those who have monthly passes and properly pre-register. It guarantees a ride home, within the service area only, in the event of a personal/family emergency or illness and the next bus/train at the local stop is not for 45 minutes or more. Rides must be booked between 7 a.m. and 5 p.m. on weekday non-holidays. There is no charge for the ride. It is limited to 2 times per month or 6 times per year. Service is not exclusive (other passengers might board during the trip).
• Public Safety: All buses are part of Project Safe Place, making them a temporary shelter for youths 12-17 who feel threatened. If a youth boards a bus and tells the driver they need a “Safe Place” they are provided help by linking the individual to the Compass House, who provide immediate access to help and assess the situation.
• Ferry Service: Ferry service is seasonal and is operated by Queen City Bike Ferry.
• Car Sharing: A nonprofit organization started the Buffalo CarShare in 2009, a more affordable option to traditional car shares (Zip Car) and attracted low income individuals who did not own a vehicle. Due to insurance issues, the program was not financially sustainable and was bought out by Zip Car in 2015.
• Bike Sharing: Buffalo launched a bike share program called Reddy Bikeshare in the summer of 2016. There are 35 docking stations city-wide and 200 bikes. The project was championed by Independent Health, a not-for-profit health plan company.
• Paratransit Scheduling: The transit operator has an online scheduling system for paratransit customers.
• Preventive Maintenance: There is current legislation for long-term funding for rail preventative maintenance. Legislatures are trying to create a separate pot of funding for the light rail system; traditional funding for it has come from a portion of transportation funds designed for upstate bus systems.
• Bikeability: Buffalo, NY is ranked as a bronze community by the League of American Bicyclists.
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Burlington, VT
Burlington, Vermont is the largest city in Vermont and home to the University of Vermont (UVM). It has a large student population and is served primarily by Green Mountain Transit (GMT). Located on Lake Champlain in a largely rural region of the country, the nearest major city is Montreal.
• Pedestrian-Oriented Development: Church Street Marketplace is a former street converted into a pedestrian district. The idea was conceived in 1969. In 1971 a one-day street fair, closing the road to vehicles, was held on four blocks of Church Street. The demonstration project proved successful. In 1981 the first section (2 blocks) opened. In 1994 a second (one block) section opened and in 2005 the third and final phase was completed to transform it into a pedestrian district. The project used an inclusive design approach, working with residents until a plan that was acceptable to all was created. Funding came from a $1.5M voter-approved bond and $5.4M from the former Urban Mass Transportation Association secured by a senator. Church Street is managed by the Church Street Market Place District, a voter-approved district. All of the operating cost associated with the district ($1 million annually) is covered from within the district. Property owners within the district pay an additional tax that funds 70% of the operations; the remaining 30% comes from sidewalk café fees, cart vendors, rentals, leases, advertising etc. In 2008 Church Street was designated by the American Planning Association (APA) as one of the top ten Great Public Spaces.
There are over 80 retail and dining store fronts along the 1,600 foot corridor. In 2014 an outdoor smoking ban was placed on Church Street. The Marketplace has a 97 percent occupancy rate and hosts 3 million visitors annually.
• Local Tax District: Burlington is in the midst of establishing a Downtown Improvement District (DID), which encompasses Church Street, to provide a funding source for two hours of free parking at the City’s three municipal parking garages. Non-residential property owners in the DID would pay a 9 cent tax to help offset the cost of the garages. The DID and 2 hours of free parking idea was established out of a concern that neighboring downtowns and online shopping were hurting the economics of the downtown. The city began investigating the possibility of a DID in 2017.
• Growth Management: Vermont has codified its land use goals in VSA 24, Chapter 117 to focus development in compact village and urban centers. The goals state development should be undertaken in accordance with smart growth policy.
• University Passes: GMT has a UPass system with UVM and Champlain College where faculty, staff and students ride for free by swiping their ID through the farebox reader.
• Bike Share: A bike share was launched in April 2018 and is operated by Gotcha Bike through a competitive bid process. It includes a mix of electric assist and traditional bikes. It is funded primarily through user fees.
• Car Share: CarShare Vermont is Burlington’s car share program. It was established in 2008.
• Transit System Consolidation: Green Mountain Transit was formed in 2016 by the merger of two transit providers. In 2011 the two providers became one legal entity operating under two names but the merger in 2016 created one agency. The merger was announced publically in January and by October was complete. The merger included a rebranding effort and launch of automatic vehicle locator (AVL) technology.
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• Transit Funding: In 2015 the legislature directed VTrans to study new funding mechanisms for transportation. At the time Vermont funded 28% of all public transit. State policy from 2012 states that 20% of the operating cost should come from non-federal/state sources. Urban systems have an assessment but local funding for rural systems varies greatly and is not mandatory. In Chittenden County alternative funding sources have been studied since 1998, looking at an array of fees and taxes. All studies state that one of the sources should be to increase the gas tax.
• Emergency Ride Home Program: Vermont has an Emergency Ride Home program administered by the state in the event that a carpooler or transit rider needs an emergency ride home. Travel fees are reimbursed up to $70.
• Mobility Management: Go Vermont is a statewide program managed by the Vermont Agency of Transportation and funded through Mobility-on-Demand Sandbox grant. It is a statewide transit trip planner encompassing several modes.
• Bikeability: Burlington, VT is ranked as a silver community by the League of American Bicyclists.
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